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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Rans Incorporated

Website: http://www.rans.com

Email: rans@rans.com

Phone: (785) 625-6346

Hays, KS 67601 - USA

Discussion: LSA – Primary Category – Part 23

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Icon Aircraft has requested a weight exemption for their A5 amphibian. What does this mean?

Cessna elected to go Primary Category with the Skycatcher. What are the implications?

Quicksilver Aeronautics (as it's now called) was the very first to win Primary Category approval for its GT500, way back in 1993. The company will now add SLSA and ELSA status to Experimental Amateur Built, thereby covering every possible method of FAA approval.

Rans also gained Primary Category approval for its S-7 Courier in addition to SLSA and EAB methods. They report $1.4 million to certify as Primary; can they charge enough to cover this?

Since AirVenture 2012, I've been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to "certificate" a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types. • The cost of Primary Category has been similarly estimated at about $1 million, but understand all these figures are just discussion, not fully informed values. • And a major organization has estimated the cost of Part 23 certification to be valued at $50 million, however, that figure reportedly includes the cost of designing and testing... so certification cost alone might be perhaps half, or $25 million. It's challenging to be certain of the total cost of certification as some expenses will be comingled or "burdened" by non-certification tasks. But in round numbers and just for discussion certification costs might be $150,000 for an LSA, $1 million for a Primary, and $25 million (or so) for Part 23. Even if the numbers are off by a wide margin, the differences are huge and you don't have to be an economist to see how this affects the retail price of airplanes. *** INNOVATION A smart, motivated small producer might come up with an innovative new LSA and achieve it for a fairly modest investment, perhaps $250,000 to design and "certify" to ASTM standards, though costs might be higher for a more complex aircraft or less for one of the simpler categories of LSA. In contrast, just to gain FAA approval for a new GA-type airplane might cost $25 million... 100 times more than doing it all for a LSA! This enormous disparity explains how designers can create 126 new SLSA in seven years and why so few type certificated airplanes have come to market in recent decades. The incredible flowering of LSA designs has been one of the sector's most impressive achievements. *** COMPANY GOALS Cessna has said it will go Primary and most experts believe this is mainly to get into the European market without waiting five or more years for EASA to establish clear rules. However, Cessna has said it will remain Sport Pilot eligible in the USA, meaning a Sport Pilot certificate holder can fly it, meaning it can't weigh more than 1,320 pounds. Therefore adding weight to the Skycatcher isn't presently in the cards... apparently. *** EXEMPTIONS Icon has requested a higher weight exemption. Absent such an exemption, a Sport Pilot might not be able to fly the A5 because its designers want to provide features that could cause the design to exceed LSA weight parameters. If the exemption isn't granted by FAA, would Icon go Primary to solve this dilemma? Ah, one more detail emerges. *** A Primary Category Skycatcher or A5 could be flown without a medical if the EAA/AOPA third class medical exemption is granted. An aircraft heavier than LSA parameters would still require a Recreational or Private pilot license but possibly not a medical. Would this meet the goals of either Cessna or Icon? Both companies state the more easily achieved Sport Pilot certificate factors significantly into their plans. *** PERFORMANCE One more thing: Should Icon be granted their weight exemption (to 1,680 pounds) and if they stick with the Rotax engine, will the 100-hp 912 iS give the plane enough power to meet their design goals? Some are convinced 100 horsepower isn't enough, but others observe that the Diamond Katana with a 100-hp Rotax flies satisfactorily at about the same weight although it is a cleaner airplane. *** Again, I repeat, the preceding is merely a discussion, but one with many plot twists. It will certainly be interesting to watch how FAA rules on either exemption mentioned above and how companies and organizations pursue their goals. More importantly, how will the market (that is, you pilots) demand each kind of certification? Only time will tell.

Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.

Rans S-7 Courier LS

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GREEN MACHINE - RANS is widely known for the finish work on their factory demonstrators. The tandem 2-seater offers a wide range of visibility.

WHITE IS RIGHT - This view of the cabin skylight shows how wide it is, with minor interference by its welded steel inner fuselage.

BROAD VIEW - An idyllic view of an S-7 in a natural surrounding, you also see the large, open side windows, part of doors that measure 5 feet from front to rear.

BROAD VIEW - An idyllic view of an S-7 in a natural surrounding, you also see the large, open side windows, part of doors that measure 5 feet from front to rear.

IFR FLIGHT? NOT! - RANS engineers provided for plenty of panel room by adding the lower section to accommodate radios and switches. No, this isn't an ideal IFR panel, but the S-7 wasn't created for that kind of flying.

NOSE DETAIL - One of the most challenging aircraft parts to design is the engine cowling. There are lots of corners, yet you need to move air smoothly by the engine. RANS has it down.

COMFY SEATS - In a change since my flight evaluation, RANS has added a metal plate to help assure the seat cushions offer the best support. Note the baggage area aft of the rear seat. Four-point seat belts are standard.

BRACE YOURSELF - Dual cable brace sets assure a RANS tail stays solidly in position. The tailwheel is the breakaway variety where a short burst of power while pressing a rudder pedal can result in a very tight radius turn.

Available Fully Assembled or as a Kit Unlike the flock of internationally designed Special Light-Sport Aircraft, RANS is a familiar name to Americans. Even closer to home, ultralight enthusiasts know the brand very well; ultralight aviation is the arena that gave designer Randy Schlitter his start. I first recall seeing the brand at Sun 'n Fun around 1984. And each year subsequently, it seemed, Randy showed up with something new. Not long into this profusion of new designs came the S-7. "The design of the S-7 originated out of the need to train [single-place] Coyote I pilots," Randy explains, "so the cockpit was set up the same with throttle on the left, and stick in the middle." Randy adds that he named the Courier in honor of one of his favorite planes, the STOLperforming Helio Courier. The S-7 Courier was the first 2-seater produced by RANS, dating to 1985 when the first prototype flew, succeeding the S-4/5 single-seater that kick-started the aviation business of the nowwell- known airplane manufacturer. The S-7 has grown over the years. Originally, empty weight on the Courier was a then-common, now-absurdly-light-sounding 390 pounds with a Rotax 503. The tandem 2-seater flew well on that low horsepower, but Randy notes they soon fitted it with the 65-hp Rotax 532 (which later become the Rotax 582 we know today). While developed extensively for two different certification systems, the simple S-7 Courier stayed true to form, a light, simple plane with traditional construction. In '02 the S-7C was introduced. This much-refined version was certified under FAA's then-new Primary category. It took RANS seven years of work to obtain the Type Certificate. A couple of years after the S-7C reached the market, the Kansas company introduced the S-7S, which they call "the kit form of the 'C.'" Because it falls within the weight, speed, and other parameters the S-7S can be flown with a Sport Pilot certificate or by a higher-rated pilot exercising the privileges of Sport Pilot. Since the SP/LSA legislation was introduced and after RANS declared compliance, the company can offer a fully built, ASTM-compliant version of the S- 7S designated the S-7LS. "This form of a ready-to-fly Courier is in production with deliveries being made all over the USA and beyond," says the company. For $89,000 you can purchase a fully equipped S- 7LS, with a Garmin GPS with moving map, and com radio plus transponder. So equipped, the S-7LS becomes a practical plane that also happens to be a fun sport plane. Have it Your Way Regardless of the value this $89,000 airplane represents, that's still too much dough for some people. Though offering a ready-to-fly SLSA version, RANS continues to offer and support a 51% kit version (more properly known as Experimental Amateur Built or EAB). If the Courier is for your own use, this is a fine choice, but you can't use it to train for hire nor may you rent it for compensation. At this time, RANS has no plans for an ELSA kit because they have concerns about people making unauthorized changes while officials still hold RANS responsible. A 51%-rule S-7 kit sells for $21,000 or $25,000 with the motor mount kit for a Rotax 912. The Quick-Build option adds $8,000 and will produce a kit with prebuilt wings with fuel tanks installed, and wings already covered in dope and fabric; prebuilt tail pieces with dope and fabric completed; prebuilt fuselage with covering complete plus installation of any parts that must be assembled prior to covering; and predrilled gear legs. Add an engine (a 100-hp Rotax 912S is currently about $19,000) and you'd be at $52,000. Including paint by RANS - for about $7,000 - an S-7 kit runs close to $60,000 before avionics, which makes the $89,000 SLSA ready-to-fly model look like a fair value, especially as you can use it for paid instruction, rental, or leaseback, things you can't do with a kit S-7. On the question of finishing a project you might start, RANS reports, "More than 95% of RANS kits are completed by the original buyer." Is a kit S-7 at $60,000 to $65,000 still too much for you? A base-priced S-7 kit with an 81-hp Rotax 912 costs less than $44,000, but it won't be painted or have any instruments. If this is still more than you can spend, RANS feels your pain. Ultralight enthusiasts can still select an S-12 Airaile with the perfectly workable Rotax 503 and motor mount for a significantly more modest $21,350. The trouble is, one flight in an S-7 Courier could spoil you; another airplane, even another RANS model, may not do the job. Courier Love Except for the RV-like S-16 Shekari, I think I've flown every model RANS has put in production. Ironically, the S-7 Courier was the last one I flew. I say ironically because after an hour and a half with Randy flying out of Peter O. Knight airport south of downtown Tampa, Florida, I think I found my favorite RANS model. I've enjoyed them all, for different reasons, but the Courier is a sweet flying machine. In a nutshell, the S-7 performed better then I expected (a surprisingly low sink rate, for example), handled more crisply than I expected, was easier to enter than I expected, and offered a better viewing platform than many airplanes. In flight, the S-7LS revealed a low instrument panel line, providing a generous overthe- nose view. Side windows that are a full 5 feet wide combine with a long skylight to greatly open the view and light the cockpit. Superior visibility makes aerial sightseeing a thing of genuine joy. Simple, comfortable seats (another RANS trademark) adjust fore and aft. Randy reports, "We [recently] improved seat comfort immensely by adding a sheet backing to the upper seat. This forces the cushions to rest on top of the frame, presenting much more foam against the back." Equipped with aileron spades that cut forces at the joystick in half, reduce adverse yaw, and increase roll rate, the Courier handles beautifully. Cranking and banking is as fun as whirling about in a jet ski on water. Yet the spades seem to offer plenty of feedback and pressure to assure good airborne manners. Although RANS' entry to the LSA race was a bit delayed, people who wondered if Randy Schlitter would produce an LSA don't know the designer well. No mere survivor, Schlitter is one of light aviation's leading veterans, a seasoned aviation businessman who competitors don't underestimate. The S-7LS - as we now know the ready-to-fly SLSA version - won its certificate on October 24, 2005. Only two weeks after this benchmark date I had the pleasure to fly the S-7LS with Randy in the aft seat. The Courier's outside door handle is also used as a holdup swinging inside a rod that hangs down from the underside of the wing in just the right place. Randy advised that I enter the front seat by starting in front of the wing strut, then simply sit down in the seat and lift one knee and leg up and over the joystick. RANS Courier is frequently compared to one of the Cub remakes, but it's really a different aircraft in many ways. For one, the S-7 Courier will better accommodate large pilots as well as those less flexible. Gaping 60-inch-wide (fore to aft) doors on each side facilitate entry like few other high-wing aircraft. RANS has produced more than 450 S-7 Courier models in all forms, making it the third most popular RANS model after the S-6 series and the S-12/14 Airaile models. By the end of summer '08, RANS reports they will have delivered more than 4,500 aircraft, a level reached by few airplane producers, especially telling since nearly all of these were kits. Clearly, RANS is one of light aviation's success stories. Visibility from the S-7 surprised me. From the outside, the Courier does not appear to have the openness I experienced when seated inside. The extensive skylight gives a good upward view and adds visibility in turns. Through large, side windows I could see aft, forward, and laterally better than from most airplanes I've flown. The flap lever was a little challenging Randy said they haven't quite figured out the right place to put it. Some similar designs put the flap lever on the left side since no door is provided in that location. But since the S-7LS opens on both sides, RANS engineers didn't have that option. So for now the lever is a long reach, especially when the flap lever is in the low position. I found it best to reach the flap handle by reaching around my left leg. Since my flight, RANS has continued refining the aircraft. Randy reports, "We have solved the flap lever reach problem. The SLSA version how has an inertia reel on the shoulder strap, and is an option for the kits and rear seats, too." The S-7LS flaps offer two deployed positions. Randy says the lever uses the two-detent positions in the lever to address what the FAA inspector expected to see, so it could not be an infinite adjusting control. The fuel selector value is down just to the left of the flap handle. You always check this before takeoff, of course. Courier STOL Thanks to precise, authoritative tailwheel steering, taxiing the S-7 was easy and visibility was reasonably good for a taildragger. Before we launched for the first time, I asked about the proper rotation speed and Randy said, "Ah, don't worry about it. Just leave the stick at neutral and it will fly itself off the ground." I've flown with the designers of many aircraft and often they are rather nervous about a reporter trying things to evaluate an aircraft. Contrarily, Randy appeared utterly relaxed, acting as though nothing I might do would upset him or the airplane. We'd flown a few of his designs together so I was prepared for his casual attitude. Also from experience, I knew he was keeping a sharp eye on things. On both of my takeoffs, I probably was holding a little toe brake. I found the takeoff slightly more challenging than the landings when considering rudder applications. Both seats have rudder with toe brakes. The toe brake control is a loop of steel positioned on top of the rudder pedal. My landings were on the firm side because I tended to flare too deeply. Randy's advice was not to rush the landing and let it down gently. Most times that I've flown with Randy, he's told me I was "trying too hard." While he may be right with that advice, I push to get all I can out of the hour and a half I spend on a flight evaluation. Consequently, I overflared the aircraft instead of relaxing and letting the aircraft settle. While you hardly let it land itself, the taildragging S-7LS is quite cooperative in a phase of flight often considered difficult by tricycle-gear pilots. If you have a fear of taildraggers, go up with someone used to teaching in taildraggers and you may find your concerns are unfounded. One of the most impressive aspects of the S-7 is the design's energy retention, which can assist in landings. The Courier displays an ability to hang in the sky even while dragging full flaps. Randy observed that an airplane that retains energy well and glides well will generally do other things well. Therefore, he and his development staff worked hard to improve energy retention. The S-7 uses the same wing profile as some of RANS' other designs. Slipping to landings also proved very effective. I had to use slips on the first landing as I had only set one notch of flaps and the S-7 simply wasn't descending as quickly as I'd planned. You approach at 50 mph. I didn't observe speed at touchdown, but when doing stalls, buffeting started at about 40 mph so you won't want to slow much below 50 mph until you are experienced with the S-7LS. Dutch rolls in the S-7LS went well. I used the stick more than the rudder, as the rudder is a very powerful control. Despite this, Randy says most pilots overuse the stick and under-use the rudder. It only takes a touch of rudder pedal to keep things coordinated so I can understand why some pilots ignore the pedals altogether. Steep turns in the S-7 also went very well. This tried-andtrue model held altitude and bank very easily. However, turns to the right required quite a bit more rudder during the turn. At his suggestion, I turned the controls over to Randy and with the master's hand manipulating the joystick, barrel rolls and loops went beautifully. Randy says the high-lift airfoil helps it perform loops. I noted that we entered the maneuver at 110 mph. In keeping with my normal search for the least noise and vibration while aloft, I settled on cruising at 5,100 rpm, which produced about 90 mph. Randy stated that at higher cruising altitudes he sees about 100 mph and will burn about 4 gallons an hour. He liked my power setting for reasons of economy but in typical Schlitter style, he added, "If daylight is more expensive than fuel, you can set power at 5,500 rpm." At the higher power setting, Randy says you can achieve 110 mph if you are lightly loaded. When more heavily loaded, you may pay a 10-mph penalty. Once again, this proves the value of keeping an airplane as light as possible. As with Dutch rolls, I always perform a full series of stalls: power-on, power-off, and accelerated, with each done mildly at first and then more aggressively. The S-7LS rolled level in accelerated stalls, a most satisfying response. Modest power-on and very mild power-off stall recoveries showed RANS has worked all the bugs out of this 20-yearold design. All S-7 models provide 9 gallons of fuel per side for a total of 18 gallons, or around 3 hours of endurance equating to about 350 miles of range. Fuel tank sight gauges are mounted on each wing root to help you easily keep an eye on remaining fuel quantity. Courier Purchase? Given all the pricing choices - kit, Quick-Build kit, or SLSA - you may be thinking you could afford one of these great-flying Light-Sport Aircraft. A few more details could firm up your decision. Courier seats are upholstered and adjustable with 4-point lap and shoulder belts just like all RANS models. A baggage compartment will hold 50 pounds of gear. This is an airplane for local fun flying but also for longer cross-country trips. Both seats have dual controls including throttle, control stick, rudder pedals, and brakes with a park brake feature plus carburetor and cabin heat. Electric elevator trim is provided as standard on the forward control stick, and a fire extinguisher is also standard. On the panel, the S-7LS is well configured with a GPS-COM. Buyers are given a choice of either a King KLX 135A, or Garmin GNC 250XL. You also get a transponder with encoder in a choice of either King KT-74A or Garmin GTX 320A, a PS Engineering intercom, and an ELT with test controls on panel. Basic panel instruments include airspeed, altimeter, a VSI, tachometer, engine hourmeter, compass, slip indicator, CHT, an outside air temperature gauge, oil temperature and oil pressure gauges, and a voltmeter. RANS delivers all this equipment for $89,000, including the 100-hp Rotax 912S engine. Compared with many European designs testing or exceeding $125,000, an S-7LS looks like a solid bargain. Finance programs are available to allow payments to make the purchase more tolerable to some buyers. Randy comments, "The S-7LS is a charmer, a well-loved plane with outstanding STOL performance." He added that it manages a 100-knot cruise with about 500 pounds useful load, making it a practical plane that can also handle lots of landing surface and crosswinds. Given an easy entry and exit with broad visibility, good manners, and pleasant handling, the S-7LS is an airplane with considerable appeal. In every way this plane retains the nostalgic fun flying of the past with the advantage of advances in aerodynamics, engines, materials, and manufacturing processes. Easy or not, the Courier is a taildragger and some buyers will have to overcome their apprehension about that. Insurance for taildraggers is not particularly challenging to obtain, at least not for those with logged taildragger time. For tricycle- gear pilots making the transition, you may need to acquire 25 hours or so with an instructor before an insurance company will accept the risk. Several schools exist to provide such training, but you may have to travel further than your local airport to find such instruction. If you can't justify spending $89,000 for a ready-to-fly aircraft, you may elect one of the kit versions discussed in this article. You could save $20,000 or more by going the kit route and RANS has long experience at supporting kit builders. Given how much you may like the flight qualities of the S-7 Courier, investing some build time in a S-7 kit may help you possess your own Made-in-America Light-Sport Aircraft.
Published in Light Sport and Ultralight Flying
Seating2, tandem
Empty weight750 pounds
Gross weight1,232 pounds
Wingspan29.25 feet
Wing area147.1 square feet
Wing loading9.3 pounds/square feet
Useful Load482 pounds
Length23.25 feet
Payload (with full fuel)374 pounds
Cabin Interior30 inches
Height6.25 feet
Fuel Capacity18 gallons
Baggage area50 pounds
AirworthinessCertified SLSA
Standard engineRotax 912S
Power100 hp
Power loading12.3 pounds/hp
Cruise speed96 kt / 110 mph
Stall Speed (Flaps)45 mph
Stall Speed50 mph
Never exceed speed113 kt / 130 mph
Rate of climb at gross850 fpm
Takeoff distance at gross325 feet
Landing distance at gross340 feet
Glide Ratio8:1
Range (powered)250 miles / 3 hours
Fuel Consumptionabout 4.9 gph
Standard FeaturesRotax 912 with electric starter, basic panel instruments, flaps, very wide doors on both sides, hydraulic brakes, adjustable seats, electric flaps and pitch trim, dual controls, cabin heating, 4-point seat belts, ventilation, baggage area.
OptionsNumerous additional instrumentation including glass displays, radio choices, lighting packages, fuselage covers.
ConstructionWelded steel airframe, fiberglass cowl and wheel pants, fabric-covered wing, fuselage, and tail skins. Made in the USA; distributed to American dealers by American manufacturer.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - RANS is a long-time supplier and a successful one: 4,000+ airplanes delivered. Sturdy, well-proven welded steel fuselage. Tandem 2-seater gives great visibility for each occupant and is easier to negotiate entry than other tandems. The Courier is a well-harmonized airframe design that can please most pilots.

Cons - Many instructors who want to see their students' eyes do not prefer tandem seating. Taildraggers cause apprehension among some buyers and will require extra instruction to gain insurance if no prior experience has been logged. Fabric covering appears old-fashioned to some buyers.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps are effective though slips also work very well; two-detent positions tell the position by tactile feel alone. Trim is electric with infinite adjustment (though no indicator other than outside visual check). Conventionally trained pilots will appreciate toe brakes at both seats.

Cons - Trim is located only on the forward. Flap lever is a bit challenging to reach (see article for improvement); I went outside my leg and struggled to reach a zero-flaps position. No flap position indicated (though the surfaces are just outside the cockpit and easily verified visually).

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Panel space isn't large but has plenty of room for all you need. All controls within an easy grip (though I stretched a bit to fully retract the flaps). Seats adjust and, though they look small, will be comfortable for all but the largest Americans. Unusually wide doors offer lots of visibility and ease entry.

Cons - Rear seat, as in most tandems, has no engine controls except throttle. No trim in rear (without optional choices). Instruments are harder to see from rear (without adding optional rear instrumentation; even then limited by space). Tandem seating will limit the number of resale buyers.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - The S-7 is better suited to off-field landings than most SLSA (especially tri-gear models). Toe brakes aid ramp maneuvering. RANS-brand full-swivel tailwheel works well.Wide-open visibility in most all directions thanks to 60-inch-wide doors and overhead skylight, plus a low instrument panel.

Cons - Rear-seat visibility is less open (though still better than many tandem designs). Turn radius seems wide until you break loose the full swiveling tailwheel. Though the S-7 proved to be a docile taildragger, they all take more attention than tri-gear designs.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Visibility during takeoff and landing is excellent, even for a taildragger. The S-7 likes to ease down to an unchallenging landing (full-stall landings weren't as successful). Flaps help steepen approaches, though slips are also highly effective (and don't demand a reach to the flap lever). Excellent energy retention and strong glide help landing ease.

Cons - Taildragger landings require more attention than tri-gear landings (though the S-7 is less challenging than many taildraggers I've evaluated). Landings from the rear seat definitely require more experience. Best to let the S-7 land "in its time," which may be difficult for those who want to control landings.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Adverse yaw was surprisingly modest, perhaps owing to the spade-equipped ailerons of the S-7. Reversing 45° bank turns (Dutch rolls) went well to good angles, a reliable sign of good handling. Controls felt crisp even down to stall break. Handling in crosswind conditions posed little challenge. Rudder is powerful.

Cons - Spades make for handling lightness that not all pilots may appreciate even if you can get used to them quickly. You can overuse the rudders, as the surface is potent (though this can work well for conventionally-trained pilots not used to much rudder input).

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Climb is more than adequate at 850 fpm. Cruise is good for this configuration and construction; 100-mph speed is easily achieved at modest fuel burn. Sink rate was low and glide was long - good benchmarks for overall performance in light planes. Slow flying is very pleasant and easily controlled.

Cons - The Courier has gained quite a bit of weight as engines increased to the heavy Rotax 912 from the light Rotax 503 2-stroke; performance (and handling) commonly suffer from additional weight. Endurance with 18 gallons on board is less than many SLSA offerings (which frequently carry 25 to 30 gallons).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - All stalls showed benign qualities with no significant breakthrough. Accelerated (banked) stalls rolled to level. Longitudinal stability tests were positive. Lateral stability check showed no tendency to wrap up tighter. Steep turns held bank angle easily (even without adding excess power).

Cons - Throttle response lagged slightly before going in the proper direction; that is, on power-up, the nose rose slowly though on power-down the nose dropped somewhat faster than expected (before recovering virtually on its own). No spins attempted because no parachute was installed.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Given many price options (and optional extras) the S-7/S-7LS offer choices for most budgets (and if not, you could always choose a 2-stroke-powered S-12). Reliable airplane with many years of user experience. RANS is one of the most solid businesses in U.S. light aviation, an excellent choice for those concerned with international purchases.

Cons - At $89,000, an S-7LS may have a reasonable price point, but it's still a lot of money for many light plane enthusiasts (though, as the article clarifies, you have ways to lower the cost). Taildraggers simply aren't for everyone, a fact that may affect your eventual resale. Tandem seating also isn't for everyone.

Available Fully Assembled or as a Kit Unlike the flock of internationally designed Special Light-Sport Aircraft, RANS is a familiar name to Americans. Even closer to home, ultralight enthusiasts know the brand very well; ultralight aviation is the arena that gave designer Randy Schlitter his start. I first recall seeing the brand at Sun ‘n Fun around 1984. And each year subsequently, it seemed, Randy showed up with something new. Not long into this profusion of new designs came the S-7. “The design of the S-7 originated out of the need to train [single-place] Coyote I pilots,” Randy explains, “so the cockpit was set up the same with throttle on the left, and stick in the middle.” Randy adds that he named the Courier in honor of one of his favorite planes, the STOLperforming Helio Courier. The S-7 Courier was the first 2-seater produced by RANS, dating to 1985 when the first prototype flew, succeeding the S-4/5 single-seater that kick-started the aviation business of the nowwell- known airplane manufacturer.

Jabiru-Powered Rans S-19 Is Simply Superb

By Dan Johnson || Leave a Comment

Rans makes the S-19 kit; Jabiru provides the "go" for this one.

Pete Krotje (L) and Mark Stauffer remove the cowling for our camera.

Six cylinders of gleaming power provide 120 horsepower.

Pilots seem to love more power. All other things being equal, a more potent engine is preferred to one with less power. Pilots also like sweet-handling airplanes. So, put 20 more horses in front of the S-19 Venterra and you've really got something. *** At the recent Mt. Vernon Midwest LSA Expo, I got to fly with Mark Stauffer in the Rans S-19 Venterra powered by the 120-hp Jabiru 3300. Saturday was beautiful and a great day for flying, but it wasn't just the agreeable weather that caused me to land (quite well, thank you) with a big smile on my face. This combo is darn near perfect, in my opinion. Now, I'm also a fan of Rotax's 912 series, but this six cylinder Jabiru engine was one of the few experiences I've had where the powerplant ran like the proverbial sewing machine. That comparison is often made but not always entirely factual. *** We flew slowly, down into the high 30 knot range and we flew fast, right up to the speed limit of LSA. Sweet throughout! At 2,850 rpm — where Jabiru establishes their maximum continuous power setting — we clipped along at a true airspeed of 120 knots at 4,500 feet MSL. You could consume more fuel and go somewhat faster (legally, since it's above max continuous) but why would you? The 3300 Jabiru purred like a contented kitty and made minimal noise and almost no vibration. I can't recall all the LSA flights I've made with different powerplants, but this had to be one of the very smoothest. *** Jabiru USA bought the S-19 ("at full retail") from Rans to engineer the firewall-forward installation. The Shelbyville, Tennessee company makes a firewall-forward kit (FFK) for Zenith aircraft (CH-601, -650, -701, -750) plus other Rans models. With their FFK Jabiru USA supplies everything forward of the firewall except the nosewheel including a gutsy cowling modeled after the Arion Lightning also made in Shelbyville. *** Regular Rans S-19 factory pilot Tracy Standish put the 3300-powered S-19 through its paces and came away duly impressed, she said. Coming from a talented pilot of several Rans models, this means more than my enthusiasm. Tracy flew a Rotax-powered S-19 to the Midwest LSA Expo so her ability to compare was also better. *** After a few more hours of evaluation, Jabiru USA will sell the S-19 (as an amateur-built kit) and move on to other projects. If you want a terrific example of a Light-Sport Aircraft, you better call Jabiru USA now.

Pilots seem to love more power. All other things being equal, a more potent engine is preferred to one with less power. Pilots also like sweet-handling airplanes. So, put 20 more horses in front of the S-19 Venterra and you’ve really got something. *** At the recent Mt. Vernon Midwest LSA Expo, I got to fly with Mark Stauffer in the Rans S-19 Venterra powered by the 120-hp Jabiru 3300. Saturday was beautiful and a great day for flying, but it wasn’t just the agreeable weather that caused me to land (quite well, thank you) with a big smile on my face. This combo is darn near perfect, in my opinion. Now, I’m also a fan of Rotax’s 912 series, but this six cylinder Jabiru engine was one of the few experiences I’ve had where the powerplant ran like the proverbial sewing machine. That comparison is often made but not always entirely factual.

Budget Builds (Low Cost Homebuilts)

By Dan Johnson || 3 Comments

Zenith Aircraft President Sebastian Heintz says that 90% of the company's builders complete their airplanes for less than $40K. Builders of the Zodiac CH-601 usually spend a bit more money than their CH-701 (below) counterparts due to more sophisticated instrument panels and fancier interiors.

Zenith Aircraft CH-701

The RANS S-6ES Coyote II kit ($14,700) features a Dacron wing and fuselage covering, which eliminates the need for paint-a built-in budget saver.

Figure 1 illustrates how the six airplanes from Sonex, Ltd. can all be built for less than $40,000.

According to Sonex GM Jeremy Monnett, you can expect to easily build a Sonex for less than $40K unless you plan to install a state-of-the-art instrument panel.

The Mustang II has always offered great performance for a limited (monetary) investment. Mustang Aeronautics President Chris Tieman says a willingess to spend time doing the airframe, avionics, paint job and interior yourself is key.

Murphy Aircraft's Rebel is one of three models that can be built for less than $40K. A Rotax 912 or used Lycoming is your best bet if you hope to build to our target budget.

Mary Carlson of SkyTek says that none of the 60 flying Sparrow II XTC airplanes has cost more than $40K to build. All SkyTek kits, including the $18,000 II XTC, provide quickbuild components at no extra charge.

Wag Aero's Sport Trainer-an exact replica of the Piper J-3-has been offered since 1974. Builders have the option of installing the Continental A-65 or A-85; a rebuilt engine should keep the cost of the plane under $40,000.

If you're willing to get a little creative, it's feasible that you could complete a Van's RV-9/9A for $40K. Choosing a Lycoming O-235 instead of the larger powerplant choices is a step in the right direction.

Fisher Flying Products offers a number of two-place designs that are regularly completed for our target price even when a new engne is used and quickbuild options are purchased. The wood-based Dakota Hawk and the steel-tube RS-80 Tiger Moth (below) are two of the company's more popular choices.

Fisher Flying Products steel-tube RS-80 Tiger Moth.

Yes! You can build and fly a "real" airplane for the cost of a new SUV. Contrary to popular opinion, airplanes don't have to be outrageously expensive-at least not all of them. The Sport Pilot/Light-Sport Aircraft initiative is one program that promises to lower the cost of ready-to-fly aircraft. But many of these Special LSAs and Experimental LSAs will be priced well more than $40,000 and can run upwards of $85,000. One way to get airborne for less than $40K is to choose an ultralight, powered parachute or weight-shift trike. But if you want something more conventional, more comfortable or larger, you're likely to find what you want in the world of kit aircraft. After all these years, building an Experimental/ Amateur-Built airplane still qualifies as one of the least expensive ways to get a get a great airplane into the air on a reasonable budget. Our $40K benchmark is designed to narrow the field for builders on a budget-and that benchmark means a completed, ready-for-flight airplane. We're not going to play the marketing game and list $39,900 airframe kits that will approach or exceed the $100,000 mark by the time they're in the air. It's not an easy goal, but it can be achieved. To prove it, we'll detail more than a dozen interesting machines from across the spectrum. But what's so special about $40,000? After some contemplation, we determined that $40K provides the best estimate of what a typical, medianincome builder might be able to afford without being forced to sacrifice the rest of his or her life. In today's market, this figure might buy you a fine automobile or (extra-fine) motorcycle, a mid-level SUV, or even a small boat. If airplanes can remain in the same category, price-wise, as these other luxury items, they'll have a lot more appeal to that average builder. But to have a cross-country aircraft that's roomy and reliable for this sum of cash will take some effort. You may have to forego all the bells and whistles (high-tech instrument panels, luxurious interiors, award-winning paint jobs and souped-up powerplants), but the following kit manufacturers insist that you can reasonably expect to get these airplanes into the air for the target amount. We are assuming, however, that you're starting with an average stock of tools and a decent workshop to build in; starting from scratch can add thousands to any project. And we're omitting things like sales tax on the kit and local use taxes. To choose from the hundreds of kit aircraft available, we established some basic criteria for our selections. These rules weren't written in stone, but we tried to limit the field to proven designs that will appeal to the flying interests of a wide number of KITPLANES® readers. The Criteria To help define our target, we elected to specify a minimum cruise speed of about 100 mph-even though as a practical measure we all want more. Why this requirement? We figured that most pilots would want an aircraft that was capable of at least short crosscountry trips and one that would get them there faster than an automobile. Many otherwise highly enjoyable aircraft weren't designed for such speeds and were not included; on the other hand, reaching toward 200 mph will dramatically raise your powerplant and prop costs. We also searched for aircraft with interiors that invited two people of normal size (pilot plus one passenger) to fly for 2-3 hours in relative comfort. Many pilots will prefer side-by-side seating, but we included some tandem aircraft. We wanted full enclosures, the preference for most pilots who wish to pursue cross-country flying. Seeing America from an open-cockpit airplane is great in the summer and for short periods, but this kind of adventure eventually wears quite thin. And, for the purpose of staying within budget, we've eliminated any quickbuild kit options from the equation. Unless noted, prices listed and used in calculation are for the airframe alone with no quickbuild components or optional add-ons. This is where you save money, but contributing your own efforts to the cause. Most pilots prefer four-stroke engines. This eliminates many ultralight aircraft that make good use of the high power-to-weight ratio of two-stroke engines. When we limit ourselves to four-stroke engines, however, the powerplant cost alone can hit or exceed half our budget. You can choose an 80-hp Rotax 912 for about $12,000 or lower your cost significantly with the similarly powered AeroVee engine from Sonex, Ltd. for less than $6000 (it's a kit engine, so you have to build it). However, if you insist on Lycoming or Continental, a used engine will be required in all cases to keep within budget. Lycomings in particular are available in large numbers on the used market in various states of time remaining before overhaul. Other economic engine choices include the Jabiru line-the company's 120-hp 3300 model ($15,400) will lift any of the following aircraft without problems, and some will do fine with the 85-hp 2200 model ($10,400). Others may be interested in VW, Subaru and other auto conversions. Most pilots are awed by the impressive capabilities of fancy glass cockpit avionics. Ken Scott of Van's Aircraft says RV builders are installing more avionics than in the past: "With IFR panels, you can spend $40,000 in the panel alone," he said. With avionics consuming a substantial percentage of many builders' budgets, will you have to suffice with ordinary instruments? Probably not, unless IFR flight is your desire. New software-based electronic instruments are available that have far better prices for features even including attitude instruments. Some of these units are in the $3000 (or less) range for a surprisingly capable unit that also does not take up much panel space. Or, you can opt for only the necessary analog gauges and put together a functional panel on a really tight budget. Our Candidates But first, a disclaimer... Using the above criteria, we selected nine companies and nearly 20 aircraft models from a large field (more than 600 kit/plans aircraft are available). Winnowing this group to a few aircraft forced us to omit other choices. Consider this a sampler more than an exhaustive survey of what's available. Moreover, pay particular attention to our selection criteria so you can use it on models not presented here. Are you ready to build? Expand your search beyond these airplanes, but keep in mind some of the following points as they apply to many designs. As always, a good place to start is the 2005 Directory of Homebuilt Aircraft, Published in Kitplanes Magazinethe December 2004 edition of KITPLANES® and also available in electronic format at www. kitplanes.com. Our candidate list represents a wide range of types and design styles. The airplanes are not presented in any particular order-choosing the right airplane for you is ultimately a personal decision based on your individual situation. Zenith Aircraft According to Zenith Aircraft President Sebastian Heintz, "$40,000 is more than most of our customers spend on their projects. Ninety percent of builders keep it under $40K." Continuing the common theme heard while in researching this story, Heintz said the only thing that pushes the final price above $40,000 is the builder's choice of avionics. Heintz broke down the typical cost for a CH-601 or CH-701 (the latter Jeep-like airplane typically costing less because interior appointments and fancy avionics are rarely added): $12,000-16,000 for the airframe kit; $17,000 for Rotax or Jabiru powerplants with propeller and accessories; $1000-2000 for paint using a local auto-body shop; and anywhere from a few hundred dollars to $3000-4000 for upholstery depending on how fancy builders want their airplane to be. The 701's interior is typically simpler with some seat cushion and carpeting; the low-wing 601 might use leather or other higher-quality materials, which raises the cost. Assuming the averages, that leaves more than $5000 to devote to an instrument panel while allowing the builder to come in at less than $40,000. And Heintz says that builders can even take advantage of some of the company's quickbuild components with a target $40K maximum. RANS Aircraft With more than 1500 flying, one of the most popular light planes in the world is the RANS S-6ES Coyote II. The S-6ES features a Dacron wing and fuselage covering, which saves the need for paint-a built-in budget saver. The S-6S model is essentially the same airplane with dope and fabric covering. Another popular RANS model is the tandemseat S-7 Courier. Both the Coyote II and Courier airplanes can be built and flown for less than $40,000, one more easily than the other. An S-6ES kit costs $14,700. If you opt for the common Rotax 912, you'll add about $12,000 plus a $3000 motor mount kit for a total of around $30,000. Since you don't have to paint (unless you choose the S-6S) and because the interior can remain basic, you can spend the balance of your budget on propeller, instruments, avionics, radios, wheelpants and other goodies. In other words, it's pretty easy to stay within your means. One option-a thermal-formed interior-adds $650 but will greatly speed your interior finish. You can either select from the extras mentioned or order the quickbuild kit (about $5000 more) without breaking budget. The S-7S is the kit version of the much-refined C version of the Courier. It retains the keep-it-simple theory that company founder and leader Randy Schlitter designed into it from the beginning. Keeping the S-7S below $40K is possible but more of a challenge than with the S-6. The base kit costs $18,265. Add the same 80-hp Rotax 912 plus a $4000 engine install kit and you've spent about $34,000. That leaves $6000 for paint (this model is fabric-covered), propeller, instruments and other options. It'll be a tight squeeze and you'll have to do without many extras, but you can still build an excellent Cub-like airplane for the allotted budget. Both the S-6 and S-7 series aircraft began life behind two-stroke Rotax engines. And if you're willing to sacrifice horsepower and opt for a two-stroke, you'll have a lot more money left to devote to extras. Sonex, Ltd. As with all the manufacturers, my first question to Sonex General Manager Jeremy Monnett was straightforward: Is it possible to build any of your kits and get airborne for $40,000 or less? His answer? Yes, all six Sonex airplanes (the Sonex, Waiex and Xenos models, each with two engine choices) can be built for that amount. Monnett supplied a spreadsheet illustration (Figure 1) for specific cost breakdowns of the Sonex models. Each total price includes full paint and interior treatment and a Sensenich wood propeller, plus you can select most of the company's more popular amenities. In coming up with these estimates Sonex allocated $2500 for a basic instrument panel that includes a Stratomaster EFIS system for instrumentation, plus a radio and handheld GPS. Improvements and additions must be factored into the leftover funds. "Unless they choose exotic or expensive avionics, nearly every Sonex builder achieves this ($40K benchmark)" during the build process, Monnett says.
Published in Kitplanes Magazine
Seating2 side-by-side
Empty weight600 lbs
Gross weight1,150 lbs
Wingspan28.5 ft
Wing area128 sq. ft
Wing loading9.3 lbs/sq. ft
Useful Load550 pounds
Length19 feet 9 inches
Cabin Interior38 inches
Height6 feet 1 innch
Load Limit+5.7, -2.28 g
Fuel Capacity12 gallons 1
Baggage areahat rack
Notes:1 Optional wing tanks available at 7 gallons each.
Standard engineRotax 912, 80 hp
Power65-100 hp
Power loading14.3 lbs/hp
Max Speed120 mph
Cruise speed90-100 mph
Economy CruiseDuration-3 hrs, Range-250 miles, Fuel Consumption (Economical)-about 3.0gph
Stall Speed35 mph
Never exceed speed120 mph
Rate of climb at gross800 fpm
Takeoff distance at gross350 ft
Landing distance at gross400 ft
Notes:Service Ceiling (est.)-10,000 ft.
Seating2, side-by-side
Empty weight700 pounds
Gross weight1,300 pounds
Wingspan27.0 feet
Wing area132 square feet
Wing loading9.8 pounds/per square foot
Length20 feet
Height6.5 feet
Fuel Capacity24 gallons, usable
Standard engineRotax 912 S
Power100 hp*
Power loading13.0 pounds/hp*
Max Speed180 mph
Cruise speed132 mph**
Stall Speed44 mph
Never exceed speed180 mph
Rate of climb at gross900 fpm
Takeoff distance at gross550 feet
Landing distance at gross500 feet
Range (powered)600 miles
Notes:* Assumes the Rotax 912S engine, per factory literature.
** Meets the proposed light-sport aircraft category with correct prop, assuming maximum continuous power.
Seating2, side-by-side
Empty weight1,105 1
Gross weight1,600 2
Wingspan24.3 feet
Wing area97.1 square feet
Wing loading16.5 pounds/square foot
Useful Load495 pounds
Length19.5 feet
Cabin Interior40 inch width
Height5.5 feet
Fuel Capacity25-61 gallons 3
Baggage area80 pounds
Notes:1 equipped as Schmidtbauer's Mustang II
2 flown in normal category, the factory allows up to 1850-lb. gross, but only if the additional weight is fuel in the wings; aerobatic category limits gross weight to 1350 lb.
3 37 gallons in aircraft tested

All specs and performance were provided by the factory and assume a conventional Mustang II kit with a 200-hp engine. Figures stated in the article were for Schmidtbauer's customized Mustang II.
Standard engine200-hp Lycoming IO-360
Power loading8 pounds/horsepower
Max Speed230 mph 1
Cruise speed220 mph
Stall Speed58 mph
Rate of climb at gross1,900 fpm
Service Ceiling20,000 feet
Takeoff distance at gross470 feet
Landing distance at gross680 feet
Notes:1 for 200-hp engine; 210 mph with 160-hp engine
Seating2, side by side
Empty weight620 lb
Gross weight1,100 lb
Wingspan22 feet
Wing loading11.22 lb/sq.ft
Useful Load480 lb
Payload (with full fuel)384 lb
Cabin Interior40 inch
Fuel Capacity16 Gal
Baggage area50 lb
Standard engineAeroVee 2180
Prop DiameterSensenich 2 blade fixed-pitch
Power80 hp@3400 rpm
Cruise speed150 mph (130 kt) 8000 feet @ 75% power
Stall Speed (Flaps)40 mph (35 kt)
Stall Speed46 mph (40 kt)
Rate of climb at gross500 fpm (1,200 at aerobatic weight)
Takeoff distance at gross400 ft
Landing distance at gross500 ft
Fuel Consumption4 gph
OptionsEngine: Jabiru 2200
Engine: Jabiru 2300

Yes! You can build and fly a “real” airplane for the cost of a new SUV. Contrary to popular opinion, airplanes don’t have to be outrageously expensive-at least not all of them. The Sport Pilot/Light-Sport Aircraft initiative is one program that promises to lower the cost of ready-to-fly aircraft. But many of these Special LSAs and Experimental LSAs will be priced well more than $40,000 and can run upwards of $85,000. One way to get airborne for less than $40K is to choose an ultralight, powered parachute or weight-shift trike. But if you want something more conventional, more comfortable or larger, you’re likely to find what you want in the world of kit aircraft. After all these years, building an Experimental/ Amateur-Built airplane still qualifies as one of the least expensive ways to get a get a great airplane into the air on a reasonable budget. Our $40K benchmark is designed to narrow the field for builders on a budget-and that benchmark means a completed, ready-for-flight airplane.

The Mid-Year View

By James Lawrence || Leave a Comment

photo courtesy American Legend

photo courtesy Rans Aircraft

photo courtesy Flight Design USA

I had some fun today talking with Jim Sweeney, guest host of Roy Beisswenger's Ultraflight Radio Show. *** Our first topic was the state of the LSA industry. I first picked my pal Dan Johnson's satellite-view brain of the LSA Big Picture to glean we're looking at an industry that is weathering the economic storm and ready  for an upswing. *** Once the economy really ramps up, many observers feel LSA, which remain an incredible bargain compared to new GA airplanes, should pick up smartly. Let's toast that happy day! *** Meanwhile, Tom Peghiny of Flight Design USA tells me sales are picking up, particularly from his dealer network who are selling their inventory aircraft and ordering replacements. *** We'll post fresh market stats from Jan Fridrich after Oshkosh AirVenture on FAA registrations through mid-year but in general it's good to remember that companies are doing whatever it takes to survive in this prevailing market psychology of uncertainty. *** Some details: * Flight Design, (still #1 U.S. seller), Jabiru and American Legend lowered prices, created "economy" models or both, to stay competitive. * Flight Design has the CTLS Lite at around a $20,000 lower price, Jabiru dropped it's high winger by a like amount, and American Legend came out with its Classic J3, Continental O-200-powered model at $94,895. * Companies like Rans Aircraft and American Legend among others enhance their market appeal by selling both kits and ready-to-fly airplanes. Rans in particular has thrived for more than 25 years with this strategy and is still going strong. *** So although, as Dan says, the industry is still in a "bit of a funk", companies are finding ways to hang in there. *** As for the much-ballyhooed, yet-to-occur "shakeout" of the 77 companies producing ASTM-certified LSA aircraft since the beginning several years ago, a grand total of five have shut their doors or are up for sale. That's rather amazing. *** New airplanes continue to debut too: *** Two TL-3000 Sirius from SportairUSA (my flight report will be out in Nov. or Dec. Plane & Pilot) will deliver this month, and another right after Oshkosh, according to Sportair's Larry Martin.  *** Cubs still rule: Nearly 33% of all LSA sales are Piper Cub clones, says Dan. *** We thought of at least two good reasons: Light Sport flying is a recreational experience after all, and what speaks to simple, fun flying better than a Cub? (I'm getting time locally in a 1946 version myself, and having a blast.) *** Then there's the 75 years of trustworthy (and FAA certified) safe Cub operation. Older pilots inclined to still look askance at this brave new world of ASTM industry self-certification might believe their safest flying remains with the old-school, truly wonderful Cubbie. *** Positive signs for all you LSA-curious AirVenture visitors this year: Dan Johnson's LSA Mall should be full again. What a great way to compare your dream planes side by side. *** One last note: there are around 2000 LSA out there now. That's beginning to help companies stay afloat by providing parts and service to those airplanes. Flight Design alone has more than half a million parts on hand to do the job right. Engine overhauls, brake maintenance, and other services all help bring in revenue for those makers in it for the long haul. *** So let's keep our chins up by remembering that, with more than 100 LSA models to choose, there's enough variety and a broad enough price range to suit just about anybody looking for a way to do fun flying. *** My case is a perfect example: I can't afford to buy an LSA outright... so I'm renting one at $50/hour wet! Hard to say no to that deal, eh? *** So even if renting is the way you have to go for now, or shared ownership, or joining a club, there's no reason you can't find an LSA to help you get 'er done at a reasonable tariff.

I had some fun today talking with Jim Sweeney, guest host of Roy Beisswenger’s Ultraflight Radio Show. *** Our first topic was the state of the LSA industry. I first picked my pal Dan Johnson’s satellite-view brain of the LSA Big Picture to glean we’re looking at an industry that is weathering the economic storm and ready  for an upswing. *** Once the economy really ramps up, many observers feel LSA, which remain an incredible bargain compared to new GA airplanes, should pick up smartly. Let’s toast that happy day! *** Meanwhile, Tom Peghiny of Flight Design USA tells me sales are picking up, particularly from his dealer network who are selling their inventory aircraft and ordering replacements. *** We’ll post fresh market stats from Jan Fridrich after Oshkosh AirVenture on FAA registrations through mid-year but in general it’s good to remember that companies are doing whatever it takes to survive in this prevailing market psychology of uncertainty.

Yankee Price Buster!

By James Lawrence || Leave a Comment

Rans Aircraft seems determined to reverse the trend in ever-higher SLSA prices with a new package for its long-popular (2000 flying worldwide), constantly refined bird: the S-6ELS Coyote II. *** The 26 year old Kansas company, highly successful purveyors of more than 4,500 kit and ready-to-fly aircraft (and a thriving bicycle builder as well) offers the turnkey Coyote II for $63,000. *** That's half or less what many Euro-built SLSA are priced at. *** But the side-by-side two-seater is no mile-mannered local-patch ultralight: cruise with the 80hp Rotax 912 (100 hp power package also available) is 105 mph, with a 950 fpm climb and 41 mph stall. Landing Rollout is a scant 260 ft. *** The Coyote comes with a steam gauge (round analog dial) panel and you can have it in tricycle or taildragger gear flavors. *** Step up a few large, and you can buy the deluxe version for $69,995. That bumps you into a 100-hp Rotax 912S with a 3-blade prop, intercom and Icom radio, cabin heat and dual hydraulic brakes and larger tires to go with it. *** Lots more info here. (ck all the links on the green-type menu bar) *** A final note: I hope to take a very long XC flight with the Coyote this winter. Randy Schlitter, (founder and head honcho of Rans) says it's heater is "a good one!" Sure hope so...I'll post a full report on the trip.

Rans Aircraft seems determined to reverse the trend in ever-higher SLSA prices with a new package for its long-popular (2000 flying worldwide), constantly refined bird: the S-6ELS Coyote II. *** The 26 year old Kansas company, highly successful purveyors of more than 4,500 kit and ready-to-fly aircraft (and a thriving bicycle builder as well) offers the turnkey Coyote II for $63,000. *** That’s half or less what many Euro-built SLSA are priced at. *** But the side-by-side two-seater is no mile-mannered local-patch ultralight: cruise with the 80hp Rotax 912 (100 hp power package also available) is 105 mph, with a 950 fpm climb and 41 mph stall. Landing Rollout is a scant 260 ft. *** The Coyote comes with a steam gauge (round analog dial) panel and you can have it in tricycle or taildragger gear flavors. *** Step up a few large, and you can buy the deluxe version for $69,995.

American LSA Bargain Extraordinaire: RANS S-6ELS

By Dan Johnson || Leave a Comment

Simplicity Priced Right -- The RANS S-6ELS offers a Made In The USA product you already know and trust for a price many of us can afford (certainly with financing from AirFleet or others). I see no reason you can't be flying high in 2010. Check out my new pilot report in the January 2010 Light Sport and Ultralight Flying magazine.

Much lamenting has been heard regarding the price of Light-Sport Aircraft. It isn't hard to understand given prices that now exceed $140,000. Was such inflation supposed to happen? I've explained how this occurred, and the biggest culprit, by far, is the exchange rate difference between dollars and euros. (Other factors include the time value of money and the desire by many buyers to have high-end instrument panels and features.) *** For a time, we thought the low costs of labor in Eastern European countries would overwhelm Yankee producers... and for a time they did. However, RANS -- one of America's most successful kit suppliers (more than 4,000 delivered!) -- is offering the S-6ELS at only $63,000. This equates to only $53,500 in 2004 dollars when the new rule came out, which was about the cost of a Flight Design CT at that time. *** The S-6ELS comes with the 80hp Rotax 912 and a decent analog panel in either trigear or taildragger configurations. For those many who want more power and more panel goodies, a "deluxe" version can be bought for $69,995 and includes the 100-hp Rotax 912S with 3-blade prop, Icom radio, intercom, cabin heat, bigger tires, and dual hydraulic brakes. Naturally, you could bid the price up higher with an autopilot, glass screens, and more... but why? The all-American designed and manufactured aircraft with 20 years of user history is all you need for a good time in the air.

Much lamenting has been heard regarding the price of Light-Sport Aircraft. It isn’t hard to understand given prices that now exceed $140,000. Was such inflation supposed to happen? I’ve explained how this occurred, and the biggest culprit, by far, is the exchange rate difference between dollars and euros. (Other factors include the time value of money and the desire by many buyers to have high-end instrument panels and features.) *** For a time, we thought the low costs of labor in Eastern European countries would overwhelm Yankee producers… and for a time they did. However, RANS — one of America’s most successful kit suppliers (more than 4,000 delivered!) — is offering the S-6ELS at only $63,000. This equates to only $53,500 in 2004 dollars when the new rule came out, which was about the cost of a Flight Design CT at that time. *** The S-6ELS comes with the 80hp Rotax 912 and a decent analog panel in either trigear or taildragger configurations.

LSA Market Shares Are Stable through August 2009

By Dan Johnson || Leave a Comment

Top Guns -- Since January 2008, or over the last 20 months, the FAA registration leaders are -- in order: Remos; Flight Design; (tie) Tecnam and Czech Sport Aircraft; Jabiru, American Legend; CubCrafters; AMD; Aeropro (Aerotrek); TL Ultralight (Sting); and Evektor. These 11 brands account for 72% of all FAA registrations. As always, my thanks to Jan Fridrich for the considerable effort it takes to sift through FAA's database.

As the challenging year for aircraft sales grinds on, Light-Sport Aircraft continue to hold their own. In tough times, when cash is tight, small enterprises may fare better than large companies. Their low expense structures, modestly compensated managers and employees, and lean manufacturing -- as allowed by industry-standards certification -- become strengths. *** But we see another quality. The half-million-plus general aviation pilots are more accepting of LSA today than three years ago. Organizations like AOPA are more fully embracing LSA, because their members are calling to ask questions. (Watch for a surprise LSA announcement at AOPA's Aviation Summit in about a month!) GA pilots make up most buyers of LSA and those aviators now recognize the brands and have begun to acquire faith in companies certifying themselves (though many are still reserving judgement). *** Through August, a full month after AirVenture, the LSA fleet has grown to just under 1,700 fully-built aircraft not including ELSA kits or alternative aircraft like trikes and powered parachutes, nor any converted ultralights. The LSA market leaders have remained about the same and held their same positions (more info: chart). *** I see four up-and-comers to watch: Aerotrek (Aeropro); American producer, RANS; Gobosh (importing two airplanes); and Brazilian entry Paradise. In addition to the top-10 that hold three-quarters of the market, these four brands are working hard and moving up. In 2010, we'll begin to see Cessna numbers plus a few new entries. It stays exciting here at aviation's entry level. [UPDATE 10/7/09] CubCrafters identified additional SLSA not included in the accompanying chart. Such errors happen due to a large number of LSA models and the FAA database entry of them. According to better information, it appears CubCrafters has leapfrogged into the #5 slot, and the exclusive triple-digit club, with 100 total CubCrafters SLSA.

As the challenging year for aircraft sales grinds on, Light-Sport Aircraft continue to hold their own. In tough times, when cash is tight, small enterprises may fare better than large companies. Their low expense structures, modestly compensated managers and employees, and lean manufacturing — as allowed by industry-standards certification — become strengths. *** But we see another quality. The half-million-plus general aviation pilots are more accepting of LSA today than three years ago. Organizations like AOPA are more fully embracing LSA, because their members are calling to ask questions. (Watch for a surprise LSA announcement at AOPA’s Aviation Summit in about a month!) GA pilots make up most buyers of LSA and those aviators now recognize the brands and have begun to acquire faith in companies certifying themselves (though many are still reserving judgement). *** Through August, a full month after AirVenture, the LSA fleet has grown to just under 1,700 fully-built aircraft not including ELSA kits or alternative aircraft like trikes and powered parachutes, nor any converted ultralights.

Sebring Excitement Grows! American SLSA Increase

By Dan Johnson || Leave a Comment

European Light-Sport Aircraft still dominate the ranks of models available, but American brands continue to arrive. (Top) RANS S-6 Coyote; (bottom) M-Squared Breese 2 DS. Eleven of the last 18 (61%) SLSA additions are Made in the USA.

After three days of Sebring 2009, the upbeat mood has mushroomed. I heard zero negative comments and dozens of positive statements defining the Fifth Annual Sebring Expo as an unqualified success. As cleverly keyboarded by aviation writer, Jim Lawrence (LSA Editor for Plane & Pilot magazine -- read his blog on Sebring): "Take that, bad economy!" *** EAA Editor Mary Jones and I compared notes to count 14 reported airplane sales in three days. Such good results show buyers are indeed in the market. In addition to the best Thursday ever, Friday was the "best day ever for Sebring", said Expo Chairman, Bob Wood. *** At the show, I was pleased to find two new all-American aircraft to add to our SLSA list, now 91 models long. Welcome to M-Squared's Breese 2 and RANS's S-6 Coyote. The Breese won approval last summer and has been overlooked by the media... a mistake as the Alabama manufacturer offers the fully built two seater for just $34,995. The Coyote is one of America's top-selling kit-built planes (approaching 2,000 flying) and it, too, is now available ready-to-fly. The S-6 is RANS's third approval under SLSA rules, joining the S-7 Courier and S-19LS.

After three days of Sebring 2009, the upbeat mood has mushroomed. I heard zero negative comments and dozens of positive statements defining the Fifth Annual Sebring Expo as an unqualified success. As cleverly keyboarded by aviation writer, Jim Lawrence (LSA Editor for Plane & Pilot magazine — read his blog on Sebring): “Take that, bad economy!” *** EAA Editor Mary Jones and I compared notes to count 14 reported airplane sales in three days. Such good results show buyers are indeed in the market. In addition to the best Thursday ever, Friday was the “best day ever for Sebring”, said Expo Chairman, Bob Wood. *** At the show, I was pleased to find two new all-American aircraft to add to our SLSA list, now 91 models long. Welcome to M-Squared’s Breese 2 and RANS’s S-6 Coyote. The Breese won approval last summer and has been overlooked by the media… a mistake as the Alabama manufacturer offers the fully built two seater for just $34,995.

RANS S-19; Ready for the World

By Dan Johnson || 2 Comments

The RANS S-19LS joins the RANS S-7LS, shown with it at left, as two ready-to-fl y airplanes available from the Hays, Kansas, manufacturer. Kit versions of both aircraft are also available.

Randy Schlitter, president of RANS and chief designer, has always given crash survivability and other safety factors high priority in his designs.

The all-metal S-19LS has dual sticks, with hydraulic brakes standard on the left-side but available as an option for the right seat, which makes it a viable training aircraft. It's available with analog instruments or an all-glass panel, as shown here.

The S-19's standard powerplant is the Rotax 912S, but RANS will likely off er mounts for Jabiru and Lycoming engines.

A Second Opinion

The Second SLSA from RANS RANS Inc. continues to be a significant player in the homebuilt aircraft market as one of the nation's largest kit airframe producers. In the last two years, Randy Schlitter, RANS' designer and CEO, added manufactured, ready-to-fly special light-sport aircraft (S-LSA) to his enterprise; the S-7LS is presently in production, and it will be joined by the S-19LS in 2008. The good news for EAA members interested in building one is that the new S-19 is also available in kit form. Manufacturing completely built aircraft under ASTM International standards is a diff erent work eff ort than kit manufacturing under amateur-built standards. Even so, several industry experts agree that RANS is a good candidate to succeed at such a multi-tasking eff ort. (Randy and his team already simultaneously run two companies, one for airplanes and another for recumbent bicycles.) RANS hopes to have the S-19LS manufactured model in production by fall 2008, for those who want to buy and fly. It was my pleasure to fly the new S-19LS, N719RS, on November 9, 2007, at Wittman Regional Airport in Oshkosh, Wisconsin, with RANS demo pilot Tracy Standish. NEW DESIGN The S-19 is an all-metal, constantchord low-wing relying heavily on CAD/CAM methods. "We never built a prototype; the first aircraft was production tooled and a proof of tooling and process," Randy explained. "The S-19 earned S-LSA approval on December 21, 2007, and delivery of the first S-19LS should begin in the fall of 2008. The S-19LS is the first all-new aircraft made and designed in the USA specifically for the light-sport category to receive S-LSA status since the ruling went into effect." The S-19 structure is a "monocoque" (stressed skin) design supported with internal bulkheads and stringers to maintain shape. The horizontal tail is a stabilator. A 100-hp Rotax 912ULS engine powers the S-19. "The 912S engine has proven itself reliable in years of operation. Other engine options will be explored, from Jabiru to Lycoming," Randy added. Wing spars are machined from a one-piece custom extrusion specially designed for this aircraft. The extrusion is tapered and shaped, and all holes are final sized in the machining process. Those building from kits will be pleased to note that only a few additional parts are attached with solid aircraft rivets to reinforce the root area and a short channel-type tip spar. The wing spars are factory assembled for each kit. The ailerons and stabilator are operated with push/pull tubes via bell cranks. Stainless steel cables control the rudder. Plastic, rotation-molded, 12-gallon fuel tanks are located in each wing. Because the tanks are mounted in a fuel bay just behind the wing spar, the entire leading edge of the wing must be deformed in a crash before the tank is affected. Safety is further enhanced by the relative outboard location of the tanks; they start 26 inches outboard from the cabin wall. This is not enough to create signifi- cant balance or inertia problems, but it puts additional space between the fuel and the occupants. Productionbuilt S-LSA models will feature integral "wet wing" style tanks in the same location, providing an hour of added range while shaving 18 pounds of empty weight. KIT-BUILDER FRIENDLY RANS says the S-19 kit was developed with the average homebuilder's experience level in mind. The airframe assembly requires very little tooling and no special equipment. No welding or fabrication of parts is required. A few components require simple fixtures for building, such as the vertical fin, stabilator, and rudder. These fixtures are included in every kit, and do not require extensive setup or a large space. The design of the S-19 also keeps service and maintenance in mind. "A number of well-placed removable inspection covers allow access to all critical components," Randy said. The company claims that building an S-19 will be a rewarding and fun project for the homebuilder, requiring a total time investment of 750 to 1,000 hours. High-quality blind rivets are used throughout the construction of the airframe, with the exception of the spars, which come assembled with solid rivets. This eases the building process significantly, allowing mostly single-person assembly. Blind rivets are an advanced form of construction popular among many designs. The fit and finish of the parts allows virtually jigless assembly resulting in a high quality structure, according to RANS. The S-19 may appear complicated and high in part count, but the company assures potential builders that "the well-machined components will assemble quickly, and with much lightness, due to the great care made in keeping things light." PILOT FRIENDLY As we performed our preflight cockpit check, I observed that the S-19 is equipped with a fuel control lever that allows left, right, or both settings. Tracy said she uses the control to keep the wings equally loaded. After she completed her review of the cockpit switches and instrumentation, we were ready to fly on a cool November day in Oshkosh. The S-19 features dual controls- two center sticks. Tracy advised that the standard takeoff technique is to deploy a notch of flaps, add full power, and lift the nose when able. Since the S-19 uses a castering nose wheel, pilots will find it easier to steer on the ground using the tailplane. When I asked Tracy for a rotation speed, she simply said, "I don't know. I just apply back pressure and let it fly off the runway." When I followed that instruction, the S-19 cooperated beautifully. Takeoff proved to be brisk in the dense fall air. RANS says the takeoff roll is 325 feet. Climb was medium for the category at around 750 feet per minute (fpm) observed. But this early S-19 may be a bit heavy, and additional prop tweaking may follow to reach the 900 fpm RANS publishes. Factory pilots said that they observed 900 to 1,000 fpm on most demo flights. When we set up for approach to landing, idle thrust at 2400 rpm yielded about a 500 fpm sink rate, perhaps a shade lower. The air was a bit bumpy with winds at 12 gusting to 16 knots. We landed on Runway 36 with winds 320 degrees at 16 knots. For landing, we used two notches of flaps. A third notch is available but is mostly used on the ground-to ease the step up onto the wing for entry into the aircraft. At two notches and holding a generous speed of 70 mph for most of the descent, landing proved uneventful. The S-19 shows plenty of control at slower speeds. PILOT COMFORT For extra ventilation, the S-19's canopy will open an inch while in flight. Having the canopy fully opened is possible but not recommended at this time, according to Tracy. However, visibility is excellent, even over the nose in climb attitude. Inside, occupants will enjoy a wide 43.5-inch cockpit, precisely 4 inches wider than the benchmark Cessna 172. RANS says headroom is ample for 6-foot, 4-inch pilots. Seats adjust fore and aft and feature a reclining adjustment. Baggage space is more than one might expect. The S-19 offers enough space to carry two folding bikes. This consideration reflects the "other Randy," the bicycle builder. Up to 70 pounds of baggage fits in a spacious, 13-cubic-foot compartment behind the seats. CATEGORY PERFORMER Away from Wittman Field, I saw climb at about 650 fpm at 100 mph, a good enroute climb speed with a lower nose attitude for enhanced visibility. I tried power-off stalls with flaps up and experienced a modest stall break at 46 to 47 mph indicated. With two notches of flaps deployed, this stall speed dropped to 41 mph indicated. When I started to perform poweron stalls, Tracy was careful to keep me focused on a centered ball. I had not done particularly well at using the Dynon electronic ball. A conventional, non-electronic slip/skid indicator was positioned right in front of me, and I did much better when using this instrument. The electronic ball moves around quicker and was less useful to me. We did departure, or power-on, stalls at about 5400 rpm, a power setting used for higher cruise speed. At this setting, the S-19 assumed a fairly steep deck angle, and I could discern stall in the low 40s; however, the airplane never broke. The electronic ball challenge arose again when I did my Dutch roll coordination exercises. Randy and Tracy-with far more time in the airplane than I-each feel the harmony between controls is good. I found the controls a bit on the sensitive side, though I was able to do Dutch rolls to 30-40 degrees with little problem. Accelerated stalls in each direction tended to roll to level, an excellent characteristic. A vibration was experienced at incipient stall in any condition, which gave a good indication that stall was near. It was not a loud stall horn, but if you pay attention, it was plenty of warning. Steep turns went well with the S-19 easily holding bank and altitude. Instead of using the Dynon bank indicator, I visually estimated a 60-degree bank angle. That I felt comfortable doing them to this steep angle is some testament to the S-19's stability profile. Later, I checked longitudinal stability by trimming to level flight and then lifting the nose and releasing. The S-19 did one descent to about 140 mph indicated and then leveled out, another impressive show of stability. I found yaw stability to be quite strong. There's enough vertical tail volume available to reduce adverse yaw. To feel the performance envelope within normal operations, I did fullpower speed runs upwind and downwind. When flying into the wind, the airspeed indicator showed 95 knots on the GPS. Turning with the wind, we saw 137 knots, for an average of 116 knots or 133 mph. Randy reported that he likes to run the S-19's Rotax at 5300-5400 rpm as his high cruise speed; 5600 is considered maximum level flight power. RANS will explore the Jabiru, or at least an engine mount for this Australian engine, even though Randy feels the Rotax works. "Despite recent price increases, the 912ULS is still the best choice for those wanting a legal LSA that will perform well just about anywhere you can legally fly an LSA in the USA." RANS also reported the S-19 has been tested to the standard of one turn left and right, and a bit beyond. Randy said that a one-and-a-half turn recovery is still crisp and can be snapped out within 45 degrees of input. "At present we are placarding the plane 'spins prohibited,'" said Randy. RANS will consider whether to allow spins later. SAFETY FEATURES RANS specifies several features that make the S-19 a safer machine to fly: Its seats feature special foam bottoms that should protect occupants in situations that generate up to an 18g impact, saving spinal injury. The S-19LS has an extra measure of stringers and bulkheads forming a crush zone to help absorb energy in the event of a frontal impact. RANS believes a sliding canopy is a safety feature, since one critical element of off-field landings in a low wing is the ability to exit the plane if it is upside down. A sliding canopy can be opened and locked prior to landing, providing an exit. Others agree sliding canopies are superior to flip-forward canopies for emergency egress, but most experts see high wings as the easiest to exit after mishap. The airplane's stability is a safety feature, Randy says. "The S-19's stability is another component of going beyond the standard, where no real call out other than positive recovery is required. The S-19LS will stabilize from a pitch diversion in less than two cycles. Rudder tending in the turn is not required." The S-19's four-point harness uses proper angles as specified in FAR Part 23, providing maximum security to protect occupants. As mentioned previously, the S-19's instrument panel and forward cowl design offer great visibility and also promote safety. In the event of a frontal impact, the occupants are less likely to impact against the instrument panel due to its low profile and it being as far forward as possible while still reachable for a person of average height. "There are no standards for interior layouts, but occupant safety has been a large inspiration of this design," Randy pointed out. Likewise, the S- 19LS' stick has a low profile, moving it forward of the probable zone where an occupant's head may travel in a high g, near vertical or frontal impact. Fuel location is important to safety, especially when considering fuel spill in a crash. To minimize this risk, RANS engineers placed the S- 19LS fuel tanks outboard in the wing panels, rather than close to the occupants. The tanks can withstand any fuel type, Randy said. Some composite tanks are sensitive to additives commonly found in auto fuels, and RANS feels many S-19LS owners will use auto fuels. Occupants also may feel more secure knowing a welded steel roll bar is located in front of them. The steel roll bar is supported with a brace to the forward cabin structure and is combined with a robustly supported cabin floor, forward fuselage, and center section structure to enhance crashworthiness. The roll bar should also assist in exiting the aircraft in the case of a rollover, an important factor in sliding canopy designs. Randy Schlitter is passionate about the team's safety effort. "The S-19LS is not merely an attempt to meet ASTM standards. It is the successful creation of a sport plane that exceeds the accepted standards," he said. RANS has put more than 200 hours of flight time on N719RS. "We are still impressed with the smooth, quiet, and spunky performance and handling of the S-19," Randy said. Those 200 weren't easy hours. The S-19 has flown over mountains four times, taking off at above 7,000-foot density altitude with maximum loads. This same S-19 has flown hundreds of demo flights. The first-article airplane has been subjected to detailed inspections for any signs of stress, cracking, and overloads, and it continues to pass without major issues. MADE IN THE USA Two-thirds of today's LSA fleet is made in Europe. Except for Cub- Crafters and American Legend, few U.S. designs command any signifi- cant market share. That could change with the S-19. As of the 2008 U.S. Sport Aviation Expo, the official introductory price of the fully built S- 19LS with analog instruments was set at $110,000, and $117,000 for the dual-glass-panel version. Randy expects the initial production rate will be modest. "We will ramp up over the next 12 months building several planes to develop the production process." RANS expects to complete 50 to 75 planes per year in one to three years. The company has been producing the high-wing, tandem-seat S-7LS since October 2005. If the price of the ready-to-fly S-19 sounds too steep for your budget, the kit may be just right. All kit components for the S-19 run approximately $25,000. Adding the 100-hp Rotax 912S and a prop will bring the total to nearly $45,000. Instruments and finish will add another $5,000 to $10,000 (or more), totaling up to about half the ready-to-fly price. No matter whether the kit or production S-19 interests you, the result is a worthy addition to the RANS aircraft fleet. My guess is this airplane will be around for a long time.
Published in EAA Sport Pilot & Light Sport Aircraft Magazine
SeatingTwo, side-by-side
Empty weight820 pounds
Gross weight1,320 pounds
Wingspan28 feet
Wing area126.9 square feet
Wing loading10.4 pounds/square foot
Useful Load500 pounds
Length20.5 feet
Payload (with full fuel)356 pounds
Cabin Interior43.5 inches
Height8 feet
Fuel Capacity24 gallons (28 in S-LSA model)
Baggage area70 pounds
AirworthinessCertified SLSA
Standard engineRotax 912 ULS2
Prop DiameterTwo-blade, ground-adjustable
Power100 hp
Power loading13.2 pounds/hp
Cruise speed111 knots/128 mph
Stall Speed (Flaps)39 knots/45 mph
Never exceed speed130 knots/150 mph
Rate of climb at gross900 fpm
Takeoff distance at gross325 feet
Landing distance at gross325 feet
Range (powered)5.1 hours, 610 miles
Fuel Consumptionabout 4.5 gph

The Second SLSA from RANS RANS Inc. continues to be a significant player in the homebuilt aircraft market as one of the nation’s largest kit airframe producers. In the last two years, Randy Schlitter, RANS’ designer and CEO, added manufactured, ready-to-fly special light-sport aircraft (S-LSA) to his enterprise; the S-7LS is presently in production, and it will be joined by the S-19LS in 2008. The good news for EAA members interested in building one is that the new S-19 is also available in kit form. Manufacturing completely built aircraft under ASTM International standards is a diff erent work eff ort than kit manufacturing under amateur-built standards. Even so, several industry experts agree that RANS is a good candidate to succeed at such a multi-tasking eff ort. (Randy and his team already simultaneously run two companies, one for airplanes and another for recumbent bicycles.) RANS hopes to have the S-19LS manufactured model in production by fall 2008, for those who want to buy and fly.

A Second Opinion; The Man from TruTrak Flies the ‘

By Dan Johnson || Leave a Comment

Jim Younkin is the man behind TruTrak Flight Systems, a source for autopilot devices in recreational aircraft. He's also an experienced pilot of his RV-9 and other aircraft. Here is his report of the S-19. "I found myself comparing the S-19 with our RV-9, a highly regarded aircraft. The aileron response or feel is comparable to it. When slow flying at the edge of a stall, directional control is positive, and even in the stall it remained so. "The large flaps are very eff ective so as to permit a steep approach without excessive speed buildup. Finally, I was pleased to note that both the brake and a free-swivel nose gear were employed. This is much better in crosswinds than the combination of a hand brake and steerable nose gear found in most of the LSA I have flown. Another feature of value in the crosswind situation is that it has sufficient cross-control response (slip). "To sum it up, I would say I am inclined to compare it more with the RV-9 than other LSA aircraft I have flown."
Published in EAA Sport Pilot & Light Sport Aircraft Magazine

Jim Younkin is the man behind TruTrak Flight Systems, a source for autopilot devices in recreational aircraft. He’s also an experienced pilot of his RV-9 and other aircraft. Here is his report of the S-19. “I found myself comparing the S-19 with our RV-9, a highly regarded aircraft. The aileron response or feel is comparable to it. When slow flying at the edge of a stall, directional control is positive, and even in the stall it remained so. “The large flaps are very eff ective so as to permit a steep approach without excessive speed buildup. Finally, I was pleased to note that both the brake and a free-swivel nose gear were employed. This is much better in crosswinds than the combination of a hand brake and steerable nose gear found in most of the LSA I have flown. Another feature of value in the crosswind situation is that it has sufficient cross-control response (slip).

Europe Takes a Major Step to Adopt ASTM Standards

By Dan Johnson || Leave a Comment

New European regulations could create a huge new market for U.S.-built aircraft like the IndUS Thorpedo (especially their new diesel!), Quicksilver GT500, AMD CH-601 XL, Legend Cub, CubCrafters Sport Cub, Rans S-7LS or S-19, Just Aircraft Highlander, and more. Plus, consider how inexpensive the re-exported X-Air LS would be...just 29,800 euros!

If that headline didn't cause you to turn away in boredom, let me tell you why it's important: American producers of LSA could find a golden opportunity. Broader acceptance of ASTM standards is good for the global LSA producer community. But the main impact may be for Light-Sport Airplanes made in the U.S. of A. *** Though the example applies to any U.S.-built airplane, let's take a ready-to-fly Rans S-7LS, selling for $85,000 in America. Today's exchange rate is 1.58 dollars to 1.00 euro. So, a European pilot who buys an S-7LS will pay 53,800 euros (plus shipping, taxes, etc.). For EU residents, spending one euro feels much the same as it does for an American to spend one dollar. Yet when they receive 53,800 euros for an S-7LS, Rans earns a similar profit as from an $85,000 sale in the USA. *** LAMA president Tom Gunnarson -- in the Czech Republic today for a show and meetings with EASA (like FAA) officials -- said that under European Light Aircraft (ELA) category 1, "EASA is proposing to create a Certification Specification for Light Sport Aeroplane (CS-LSA)...having a max takeoff weight of 600 kg, the same as an American LSA." With LAMA board member and European representative, Jo Konrad, Gunnarson is attending EASA meetings to assure LAMA members are well represented.

If that headline didn’t cause you to turn away in boredom, let me tell you why it’s important: American producers of LSA could find a golden opportunity. Broader acceptance of ASTM standards is good for the global LSA producer community. But the main impact may be for Light-Sport Airplanes made in the U.S. of A. *** Though the example applies to any U.S.-built airplane, let’s take a ready-to-fly Rans S-7LS, selling for $85,000 in America. Today’s exchange rate is 1.58 dollars to 1.00 euro. So, a European pilot who buys an S-7LS will pay 53,800 euros (plus shipping, taxes, etc.). For EU residents, spending one euro feels much the same as it does for an American to spend one dollar. Yet when they receive 53,800 euros for an S-7LS, Rans earns a similar profit as from an $85,000 sale in the USA. *** LAMA president Tom Gunnarson — in the Czech Republic today for a show and meetings with EASA (like FAA) officials — said that under European Light Aircraft (ELA) category 1, “EASA is proposing to create a Certification Specification for Light Sport Aeroplane (CS-LSA)…having a max takeoff weight of 600 kg, the same as an American LSA.” With LAMA board member and European representative, Jo Konrad, Gunnarson is attending EASA meetings to assure LAMA members are well represented.

Oh, Wait! One More in 2007…Rans S-19LS

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The last one in under the wire, S-19LS concluded a productive 2007 year of SLSA approvals. Read about S-19LS safety. Rans will continue to offer an S-19 kit that you can get airborne for around $50,000.

As we bid farewell to 2007, up popped one of America's top kit producers: Rans. During the year the industry reached number 65 in Special Light-Sport Aircraft approved. Randy Schlitter sent a note saying, "We achieved SLSA status for the S-19LS on December 21st." He added, "The S-19LS is the first all new aircraft made and designed in the USA specifically for the light sport category to receive SLSA status since the ruling went into effect." S-19LS relied heavily on CAD/CAM methods. "In fact we never built a prototype; the first aircraft was production tooled," continued Schlitter. *** S-19LS features the 100-hp Rotax 912ULS, an all-glass cockpit, and a $110,000 introductory price. Since late 2005, Rans has successfully produced the $85,000 S-7LS Courier. Delivery of the first S-19LSs should begin in 10 months, according to the company. If demand warrants, the Hays, Kansas company projects building 50 a year within 12 months, and possibly doubling output later. *** My experience flying the S-19 for a pilot report showed excellent flying qualities in all areas. Its conventionally-shaped Hershey Bar wing (no taper) exhibited forgiving qualities and landings were straightforward, suggesting a flight training role for the model.

As we bid farewell to 2007, up popped one of America’s top kit producers: Rans. During the year the industry reached number 65 in Special Light-Sport Aircraft approved. Randy Schlitter sent a note saying, “We achieved SLSA status for the S-19LS on December 21st.” He added, “The S-19LS is the first all new aircraft made and designed in the USA specifically for the light sport category to receive SLSA status since the ruling went into effect.” S-19LS relied heavily on CAD/CAM methods. “In fact we never built a prototype; the first aircraft was production tooled,” continued Schlitter. *** S-19LS features the 100-hp Rotax 912ULS, an all-glass cockpit, and a $110,000 introductory price. Since late 2005, Rans has successfully produced the $85,000 S-7LS Courier. Delivery of the first S-19LSs should begin in 10 months, according to the company. If demand warrants, the Hays, Kansas company projects building 50 a year within 12 months, and possibly doubling output later.

Flying the Rans S-19; SLSA Version in Process

By Dan Johnson || Leave a Comment

Designer and company president Randy Schlitter flies the S-19 near Oshkosh. Note the cockpit headroom and the tailplane's large vertical area. Big ailerons make for cooperative handling and large flaps help deliver easy landings in S-19. See a video of it flying.

Most light aircraft enthusiasts know Rans. One of America's leading builders the Hays, Kansas company has delivered more than 4,000 aircraft. Rans achieved Primary Category certification for their high wing tandem S-7 Courier in the 1990s. That program fizzled through no fault of Rans' but after meeting industry consensus (ASTM) standards their S-7LS again won approval as a Special Light-Sport Aircraft. *** Sales of the model ranks the company at #17...5th among U.S. builders. That position seems bound to rise when Rans adds the low wing side-by-side S-19 as a SLSA (so far it's been offered as a 51% kit). Look for their announcement at the Sebring Expo. *** Recently I attended EAA's Hall of Fame ceremony as designer Randy Schlitter was inducted into the Homebuilders category. Since he flew to Oshkosh I got the chance to fly his '19 for an article to appear in EAA's Sport Pilot. With 25 years of experience and a fleet of designs under his belt, Randy knows the task well. S-19 is a terrific flying machine. Control harmony is very good. Stability is excellent. Landing characteristics make for great touchdowns. Watch for my full pilot report early in 2008.

Most light aircraft enthusiasts know Rans. One of America’s leading builders the Hays, Kansas company has delivered more than 4,000 aircraft. Rans achieved Primary Category certification for their high wing tandem S-7 Courier in the 1990s. That program fizzled through no fault of Rans’ but after meeting industry consensus (ASTM) standards their S-7LS again won approval as a Special Light-Sport Aircraft. *** Sales of the model ranks the company at #17…5th among U.S. builders. That position seems bound to rise when Rans adds the low wing side-by-side S-19 as a SLSA (so far it’s been offered as a 51% kit). Look for their announcement at the Sebring Expo. *** Recently I attended EAA’s Hall of Fame ceremony as designer Randy Schlitter was inducted into the Homebuilders category. Since he flew to Oshkosh I got the chance to fly his ’19 for an article to appear in EAA’s Sport Pilot.

Another Beauty from RANS; S-19 Debuted

By Dan Johnson || Leave a Comment

A gorgeous gray, burgundy, and white paint job showcases the newest RANS. Glass screens dominated the show model. Preliminary specs: 75% cruise 128 mph (111 kts); Vne 150 mph; climb 900 fpm; payload 426 lbs; baggage 70-100 lbs; cabin width 43.5 in; fuel 2x12 gal. More details. Email RANS.

Premise: In light sport aviation you never ignore RANS owner and designer Randy Schlitter. With his newly minted S-19, he's again proven the rule. A flying prototype from the Kansas builder was beautifully finished...a RANS airshow tradition. Compared to the G-700S SPLOGged earlier, S-19 is 70 pounds lighter thanks to "great care in keeping things light," said RANS (though it's heavier than predicted due to more durable materials). *** S-19 will be sold intially as a kit with components including Rotax 912S priced at about $43,000. Build time is estimated at 700-1,000 hours. "We plan to offer a certified SLSA," said Randy though he wouldn't speculate on when. S-19 first flew June 28th and "production flight testing should be complete sometime in August" though the company is ready to ship tail kits. Reporters will have to wait to fly S-19 but based on flying nearly every other RANS model, I expect superb handling.

Premise: In light sport aviation you never ignore RANS owner and designer Randy Schlitter. With his newly minted S-19, he’s again proven the rule. A flying prototype from the Kansas builder was beautifully finished…a RANS airshow tradition. Compared to the G-700S SPLOGged earlier, S-19 is 70 pounds lighter thanks to “great care in keeping things light,” said RANS (though it’s heavier than predicted due to more durable materials). *** S-19 will be sold intially as a kit with components including Rotax 912S priced at about $43,000. Build time is estimated at 700-1,000 hours. “We plan to offer a certified SLSA,” said Randy though he wouldn’t speculate on when. S-19 first flew June 28th and “production flight testing should be complete sometime in August” though the company is ready to ship tail kits. Reporters will have to wait to fly S-19 but based on flying nearly every other RANS model, I expect superb handling.

Proven again: Rans’ newly approved S-7LS

By Dan Johnson || Leave a Comment

RANS entry into the S-LSA world is the S-7LS, which the company's offering at the more attractive price of $75,000 fully equipped. The S-7 has been in the RANS line for 20 years.

It's easy in and easy out of the RANS S-7SL | or any S-7 model, for that matter. Doors open an expansive 60 inches wide on either side and can be hooked to the lower surface of the wing to enjoy open air flying or ease entry or exit on floats.

Visibility from the S-7 is expansive, with the overhead skylight and all-Lexan doors.

Panel space on the tandem-seater is at a premium, but RANS fits all the necessary flight and engine instruments with room for a Bendix/ King or Garmin combination GPS/COM unit. Here, the Bendix KLX 135A is installed. (Inset) Note the toe brakes on the rudder pedals (on both front and back pedals).

RANS President Randy Schlitter inspects the Rotax 912S engine prior to a flight during the U.S. Sport Aviation Expo in Sebring.

Site gauges for the 9-gallon wing tanks are mounted in the wing roots-a quick glance confirms remaining fuel in either tank.

You've probably heard the tongue-in-cheek expression, "No good deed goes unpunished." RANS President Randy Schiitter knows this saying in a way no other light-sport aircraft (LSA) producer can. When the company's S-7 Courier earned special light-sport aircraft (S-LSA) approval on October 24, 2005, it was the second time this aircraft was certificated as a ready-to-fly (RTF) airplane, after first being designed as a kit. RANS earned Primary Category certification for this aircraft, as the S-7C model, 10 years ago when that FAA regulation was the latest big thing in aviation. It took the Kansas company years to complete that certification process, but the recreational pilot certificate and Primary Category certification failed to meet industry expectations. After spending lots of time and money earning that approval, RANS didn't jump on the LSA bandwagon immediately. The S-7 Courier was the first twoseat aircraft produced by RANS, dating to 1985 when the first prototype flew. It succeeded the single-seat S-4/5 Coyote I that kick started the life of this now well-known airplane manufacturer. Always in the Game Those who wondered if Randy/RANS would participate in the LSA industry don't know the designer well. It was only a matter of time before RANS joined the S-LSA procession. The S-7LS is the ready-to-fly S-LSA version. I had the pleasure to fly it with Randy in the aft seat. Although I've flown most of RANS models, I'd never flown the S-7. We launched from the Peter O. Knight Airport on Davis Island in Tampa, Florida, and flew above the azure waters of the Gulf of Mexico. The RANS S-7 is often compared to a Cub, but it's a different aircraft in many ways-not to take anything away from Piper's original aircraft, the three Cub replicas playing in the LSA field, or the Citabria, to which the S-7 is also compared. One distinction is the S-7 will better accommodate large pilots as well as those who are less flexible. Its gaping 5-foot-wide (fore-to-aft) doors on each side facilitate entry like few other high-wing aircraft. Randy recalled the development of the S-7 in the mid-1980s. "The S-7 originated out of the need to train Coyote I pilots." Thus the S-7s cockpit was set up identically to the left-side throttle and center stick configuration of the single-place Coyote I. Over the years the S-7 stayed true to form. It remains a light, simple plane with traditional construction. When sales of the S-7C proved sluggish-the fault of the FAA's non-starter Primary Category program rather than the airplane's flying qualities-RANS introduced the S-7S in 2003 as a kit form of the C model. Since then, Randy said, "We've enjoyed strong sales of this much-refined fun flyer." RANS has produced more than 420 S-7 Courier models in all forms, making it the third most popular RANS model after the S-6 series and the S-12/14 models. Since winning S-LSA approval, RANS is offering a fully equipped S-7LS for $75,000. Included in this purchase are such amenities as a Garmin moving map GPS/COM, and a transponder. Though it represents something of a bargain among S-LSA, $75,000 still may prove to be out of many readers' budgets. Luckily, the emergence of the S-LSA model didn't stop production of the S-7S kit version. "If you have the desire to build," Randy explained, "there's still a kit available." When I asked about the number of S-7LS the company planned to produce annually, Randy stated it would build 24 S-LSA in 2006, a rate of two aircraft a month. Many of the European manufacturers are gearing up for four to eight times this production, but they don't have the substantial business RANS has in kit aircraft. RANS can afford to enter the RTF market in a more cautious manner while it works out the details of production. RANS may choose to increase its S- 7LS production in 2006, but the company is also working on an S-LSA version of its S-6ES Coyote II, with a slightly tapered wing and conventional, stamped-aluminum ribs that will differentiate it from earlier S-6 models. Budget-conscious buyers read carefully: Randy believes he can sell the S-LSA S-6ES for $57,000. At this price, RANS could sell many of these aircraft; it's already the company's most successful design. (In mid-2005, RANS delivered its 4,000th aircraft, a record not attained by many other airplane producers. This is especially telling because nearly all were kits.) Checking Out the Aircraft When I arrived at Peter O. Knight Airport, Randy was flying with a customer, and I watched with interest as the plane performed in the warm, humid air of central Florida. After the short promotional flight, Randy returned, and it was my chance to become acquainted with the tandem two-seater. Walking around the aircraft, I noted the S-7LS' outside door latch does double duty as a hook to hold the door up and open, using a rod that hangs down from the underside of the wing (a nice feature for float-equipped S-7LS). Those wide doors make any S-7 easy to enter; simply position yourself in front of the wing strut, then sit down and lift one leg up over the joystick. The start-up procedure calls for the master switch on and avionics master off, and then a key start like all Rotax 912s. The joystick in this S-7LS had a push-to-talk button on the front stick, and electric trim on both sticks. Visibility from the S-7 is quite amazing. From the outside, the aircraft does not appear as wide open as it does once seated inside. The extensive skylight gives a good upward view plus adds visibility in turns. Through large side windows you can see aft and forward better than in most airplanes I've flown. Naturally, the high-wing design offers excellent sightseeing. The flap lever, located on the floor, is a little challenging to reach. RANS hasn't quite figured out the right place for it. Some similar designs put the flap lever on the left, but because the S-7LS has doors on both sides, RANS engineers didn't have that option. For now, the lever is a long reach, especially when the flap lever is in the lowest position. I found it best to reach around my left leg. Pilots who get familiar with the S-7 will find their own technique. The flaps offer two deployed positions, but Randy said that was done to address what the FAA inspector expected to see on an S-LSA; the flaps could have an infinite adjustment on a kit-built S-7S. The fuel selector valve is just to the left of the flap handle. Ready to Roll Taxiing the S-7LS was easy. Many conventionally trained pilots fret over handling tailwheel airplanes. Some new sensations must be learned, and your feet do need to remain active on the rudder pedals, unlike many tri-gear designs. But the S-7LS' tailwheel steering was quite precise and authoritative. It didn't wallow around. Later, I would discover the relative ease of landing this taildragger. I asked about the proper rotation speed, and Randy said, "Don't worry about it. Just leave the stick at neutral, and the aircraft will fly itself off the ground." On both my takeoffs I probably was holding a little toe brake. I found takeoffs slightly more challenging than landings when considering rudder applications. (Most pilots believe taildragger landings are the harder task.) Both seats have rudder pedals with toe brakes. The toe brake control is a loop of steel positioned on top of the rudder pedal. My landings were on the firm side because I tended to raise the nose too much. Randy's advice was not to rush the landing and let it down gently. Most times I've flown with him, he's told me I was "trying too hard." Consequently, I overflared the aircraft instead of relaxing and letting it settle. While it hardly lands itself, the S-7LS is quite cooperative in this phase of flight often considered difficult by tricyclegear pilots. If you have a fear of taildraggers, go flying with someone who instructs in taildraggers, and you may find your concerns are unfounded. One of the most impressive aspects of the S-7LS that can assist in landings is the design's superlative energy retention. It displays quite an amazing ability to hang in the sky, even with full flaps. Randy observed that an airplane that retains energy well and glides well would generally do other things well. Therefore, energy retention was something on which he and his development staff worked hard. Slips to landing also proved effective. I had to use slips on the first landing as I had only set one notch of flaps, and the S-7LS simply wasn't descending as quickly as I'd planned. The S-7LS' approach speed is 50 mph. I didn't observe our speed at touchdown, but when doing stalls, buffeting started at about 40 mph, so you wouldn't want to slow much below 50 mph until you are experienced with the airplane. Handling Performance Some folks tease me about doing Dutch rolls during my flight reviews. These maneuvers are coordination exercises and not the least bit aerobatic. Performing them tells me a lot about how an airplane handles, so they are regular part of my evaluation. Dutch rolls in the S-7LS went well. I found I needed to use the stick more than the rudder, as the rudder is powerful. Despite this, Randy said most pilots overuse the stick and under use the rudder. It only takes a bit of rudder pedal follow through to keep the aircraft coordinated, so I can understand why some pilots ignore the pedals altogether. Steep turns in the S-7 were also uneventful. The aircraft held altitude and bank easily. However, turns to the right required quite a bit more rudder. At his suggestion, I turned the controls over to Randy and, with the master manipulating the controls, barrel rolls and loops went beautifully. He says the high-lift airfoil helps it perform loops. We entered the maneuver at 110 mph. The S-7LS' ailerons seemed a bit heavier than I expected. When I remarked about this, Randy said he agreed and thought the cable rigging on this particular aircraft was a bit tighter than optimal. This test S- 7LS Courier had a total of 844 hours logged, yet it flew as though it were a new airplane. While aloft, in keeping with my normal search for the power setting with the least noise and vibration, I settled on cruising at 5100 rpm, which produced about 90 mph. Randy said at higher cruising altitudes he sees about 100 mph at that setting and a fuel burn of about 4 gph. He likes that power setting as an economy setting, but he added, "If daylight is more expensive than fuel, you can set power at 5500 rpm." At the higher power setting Randy said you can achieve 110 mph if you are lightly loaded. When more heavily loaded, you may pay a 10-mph penalty. Once more, this proves the value of keeping an airplane as light as possible. All S-7 models carry 9 gallons of fuel in wing tanks, for a total of 18 gallons, or more than four hours' endurance, equating to a 400-mile-plus range. Fuel tank sight gauges are mounted on each wing root. A slight turn of your head gives a clear indication of the remaining fuel. As with Dutch rolls, I always perform a full series of stalls: power-on, power-off, and accelerated, with each done mildly at first and then more aggressively. The S-7LS rolled level in accelerated stalls, a most satisfying response. Modest power-on stalls and mild power-off stalls showed RANS has worked all the bugs out of this 20-yearold design. Will the S-7LS Be One of Your Favorites? Besides refining the aerodynamic forces and controls of the S-7 during its twodecade life, RANS has also chosen the features and equipment that assure the airplane pleases its customers, whether they be S-7S kit-builders or those buying ready-to-fly S-7LS models. All S-7 variations include those 60- inch wide doors on each side with double air vents (a fact much appreciated in Florida's warm, moist air). Upholstered, adjustable seats are equipped with four-point lap belts and shoulder harnesses, standard on all RANS models. A baggage compartment will hold 50 pounds of gear. Electric elevator trim is standard on the forward control stick, and a fire extinguisher is also standard. On the panel, the S-7LS is well configured with a moving map GPS/ COM. Buyers are offered a choice of either the King KLX 135A or Garmin GNC 250XL. You also may order a transponder with encoder (with a choice of either a King KT-74A or Garmin GTX 320A), a PS Engineering Intercom, and an ELT with test controls on the panel. Other standard instruments include airspeed indicator (ASI), altimeter, a vertical speed indicator (VSI), tachometer, engine hour meter, compass, slip indicator, cylinder head temperature (CHT), an outside air temperature gauge, oil temperature and pressure gauges, and a voltmeter. Both seat positions have dual controls including throttle, control stick, rudder pedals, and brakes, with a parking brake feature plus carburetor and cabin heat. All this equipment is delivered at a price of $75,000, including the Rotax 912S 100-hp engine. Compared to many European designs approaching (or exceeding) the $100,000 price point, an S-7LS is a relative bargain. Given easy entry and exit, forgiving slow flight, and pleasant handling, the S-7LS is an airplane with broad appeal. It manages a 100-knot cruise with about a 500-pound payload, making it a practical plane that can handle lots of landing surfaces and crosswinds. In every way, this plane retains the nostalgic fun flying of the past with the advantage of advances in aerodynamics, engines, materials, and manufacturing processes. Of course, it is a taildragger, and some buyers will have to overcome their apprehension about that. Insurance for taildraggers is not particularly challenging to obtain, especially for those with taildragger time logged. Tri-gear pilots making the transition will need some time with a taildragger instructor. This training is available, but you may have to travel further than your local airport to find it. Delivery times for the flyaway S-7LS are about 5 to 6 months, Randy said in early 2006, but that lead-time is expected to shorten as production increases over the next few months. Check with RANS for the current information. If you can't justify $75,000 for a RTF airplane, you may elect the S-7 kit that has proven itself over many years. The base price for a complete kit, without the engine or engine mount kit, runs about $19,000. Add the 912S engine installation kit from RANS for $4,300 and a Rotax 912S UL engine for $13,900, for a total of just over $37,000. (Prices can fluctuate on the imported engine, so call the factory for the latest figure.) You'll still need to add instruments to match the factory's RTF airplane, but nonetheless you can get airborne in a fine flying machine for less than $45,000, not considering the value of your labor. Given how much I expect you'll like the flight qualities of the S- 7, that's genuinely a bargain for a fine American airplane. What are you waiting for...stop dragging your tail and start enjoying light-sport flying in an S-7LS!
Published in EAA Sport Pilot & Light Sport Aircraft Magazine
Seating2, tandem
Empty weight750 pounds
Gross weight1,232 pounds
Wingspan29.25 feet
Wing area147.1 square feet
Wing loading9.3 pounds/square feet
Useful Load482 pounds
Length23.25 feet
Payload (with full fuel)374 pounds
Cabin Interior30 inches
Height6.25 feet
Fuel Capacity18 gallons
Baggage area50 pounds
AirworthinessCertified SLSA
Standard engineRotax 912S
Power100 hp
Power loading12.3 pounds/hp
Cruise speed96 kt / 110 mph
Stall Speed (Flaps)45 mph
Stall Speed50 mph
Never exceed speed113 kt / 130 mph
Rate of climb at gross850 fpm
Takeoff distance at gross325 feet
Landing distance at gross340 feet
Glide Ratio8:1
Range (powered)250 miles / 3 hours
Fuel Consumptionabout 4.9 gph
Standard FeaturesRotax 912 with electric starter, basic panel instruments, flaps, very wide doors on both sides, hydraulic brakes, adjustable seats, electric flaps and pitch trim, dual controls, cabin heating, 4-point seat belts, ventilation, baggage area.
OptionsNumerous additional instrumentation including glass displays, radio choices, lighting packages, fuselage covers.
ConstructionWelded steel airframe, fiberglass cowl and wheel pants, fabric-covered wing, fuselage, and tail skins. Made in the USA; distributed to American dealers by American manufacturer.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - RANS is a long-time supplier and a successful one: 4,000+ airplanes delivered. Sturdy, well-proven welded steel fuselage. Tandem 2-seater gives great visibility for each occupant and is easier to negotiate entry than other tandems. The Courier is a well-harmonized airframe design that can please most pilots.

Cons - Many instructors who want to see their students' eyes do not prefer tandem seating. Taildraggers cause apprehension among some buyers and will require extra instruction to gain insurance if no prior experience has been logged. Fabric covering appears old-fashioned to some buyers.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps are effective though slips also work very well; two-detent positions tell the position by tactile feel alone. Trim is electric with infinite adjustment (though no indicator other than outside visual check). Conventionally trained pilots will appreciate toe brakes at both seats.

Cons - Trim is located only on the forward. Flap lever is a bit challenging to reach (see article for improvement); I went outside my leg and struggled to reach a zero-flaps position. No flap position indicated (though the surfaces are just outside the cockpit and easily verified visually).

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Panel space isn't large but has plenty of room for all you need. All controls within an easy grip (though I stretched a bit to fully retract the flaps). Seats adjust and, though they look small, will be comfortable for all but the largest Americans. Unusually wide doors offer lots of visibility and ease entry.

Cons - Rear seat, as in most tandems, has no engine controls except throttle. No trim in rear (without optional choices). Instruments are harder to see from rear (without adding optional rear instrumentation; even then limited by space). Tandem seating will limit the number of resale buyers.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - The S-7 is better suited to off-field landings than most SLSA (especially tri-gear models). Toe brakes aid ramp maneuvering. RANS-brand full-swivel tailwheel works well.Wide-open visibility in most all directions thanks to 60-inch-wide doors and overhead skylight, plus a low instrument panel.

Cons - Rear-seat visibility is less open (though still better than many tandem designs). Turn radius seems wide until you break loose the full swiveling tailwheel. Though the S-7 proved to be a docile taildragger, they all take more attention than tri-gear designs.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Visibility during takeoff and landing is excellent, even for a taildragger. The S-7 likes to ease down to an unchallenging landing (full-stall landings weren't as successful). Flaps help steepen approaches, though slips are also highly effective (and don't demand a reach to the flap lever). Excellent energy retention and strong glide help landing ease.

Cons - Taildragger landings require more attention than tri-gear landings (though the S-7 is less challenging than many taildraggers I've evaluated). Landings from the rear seat definitely require more experience. Best to let the S-7 land "in its time," which may be difficult for those who want to control landings.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Adverse yaw was surprisingly modest, perhaps owing to the spade-equipped ailerons of the S-7. Reversing 45° bank turns (Dutch rolls) went well to good angles, a reliable sign of good handling. Controls felt crisp even down to stall break. Handling in crosswind conditions posed little challenge. Rudder is powerful.

Cons - Spades make for handling lightness that not all pilots may appreciate even if you can get used to them quickly. You can overuse the rudders, as the surface is potent (though this can work well for conventionally-trained pilots not used to much rudder input).

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Climb is more than adequate at 850 fpm. Cruise is good for this configuration and construction; 100-mph speed is easily achieved at modest fuel burn. Sink rate was low and glide was long - good benchmarks for overall performance in light planes. Slow flying is very pleasant and easily controlled.

Cons - The Courier has gained quite a bit of weight as engines increased to the heavy Rotax 912 from the light Rotax 503 2-stroke; performance (and handling) commonly suffer from additional weight. Endurance with 18 gallons on board is less than many SLSA offerings (which frequently carry 25 to 30 gallons).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - All stalls showed benign qualities with no significant breakthrough. Accelerated (banked) stalls rolled to level. Longitudinal stability tests were positive. Lateral stability check showed no tendency to wrap up tighter. Steep turns held bank angle easily (even without adding excess power).

Cons - Throttle response lagged slightly before going in the proper direction; that is, on power-up, the nose rose slowly though on power-down the nose dropped somewhat faster than expected (before recovering virtually on its own). No spins attempted because no parachute was installed.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Given many price options (and optional extras) the S-7/S-7LS offer choices for most budgets (and if not, you could always choose a 2-stroke-powered S-12). Reliable airplane with many years of user experience. RANS is one of the most solid businesses in U.S. light aviation, an excellent choice for those concerned with international purchases.

Cons - At $89,000, an S-7LS may have a reasonable price point, but it's still a lot of money for many light plane enthusiasts (though, as the article clarifies, you have ways to lower the cost). Taildraggers simply aren't for everyone, a fact that may affect your eventual resale. Tandem seating also isn't for everyone.

You’ve probably heard the tongue-in-cheek expression, “No good deed goes unpunished.” RANS President Randy Schiitter knows this saying in a way no other light-sport aircraft (LSA) producer can. When the company’s S-7 Courier earned special light-sport aircraft (S-LSA) approval on October 24, 2005, it was the second time this aircraft was certificated as a ready-to-fly (RTF) airplane, after first being designed as a kit. RANS earned Primary Category certification for this aircraft, as the S-7C model, 10 years ago when that FAA regulation was the latest big thing in aviation. It took the Kansas company years to complete that certification process, but the recreational pilot certificate and Primary Category certification failed to meet industry expectations. After spending lots of time and money earning that approval, RANS didn’t jump on the LSA bandwagon immediately. The S-7 Courier was the first twoseat aircraft produced by RANS, dating to 1985 when the first prototype flew.

RANS Plans for New SLSA to Go High & Low

By Dan Johnson || Leave a Comment

One Sport Pilot enthusiast who flew with Randy at the Sport Pilot Tour was my physical therapist, Blake Beutow (left). Blake and others have been helping me regain strength after my April accident; I'm happy to report excellent progress. So, it was a pleasure to reward Blake's services by arranging a couple demo flights.

At the Minneapolis Sport Pilot Tour, RANS exhibited their S-6 and S-7LS. At a fly away price of $75,000 S-7LS Courier SLSA represents a strong value. Coyote S-6 remains a 51% kit, one of the most popular in the world. Either can be flown with a Sport Pilot Certificate. Earlier this year the Hays, Kansas company abbreviated their line to their best sellers (S-6, S-7 & S-12) *** New Light Sport Aircraft from RANS are still in development. Designer Randy Schlitter has already announced his low-wing S-19, but he told me of S-20, a high wing variation using many of the same components. This could smartly establish RANS against Euro designs like Italy's Tecnam with their high wing Bravo and low wing Sierra, which also share components. Look at the entire RANS family of planes. (The RANS website has no info on S-20 yet.)

At the Minneapolis Sport Pilot Tour, RANS exhibited their S-6 and S-7LS. At a fly away price of $75,000 S-7LS Courier SLSA represents a strong value. Coyote S-6 remains a 51% kit, one of the most popular in the world. Either can be flown with a Sport Pilot Certificate. Earlier this year the Hays, Kansas company abbreviated their line to their best sellers (S-6, S-7 & S-12) *** New Light Sport Aircraft from RANS are still in development. Designer Randy Schlitter has already announced his low-wing S-19, but he told me of S-20, a high wing variation using many of the same components. This could smartly establish RANS against Euro designs like Italy’s Tecnam with their high wing Bravo and low wing Sierra, which also share components. Look at the entire RANS family of planes. (The RANS website has no info on S-20 yet.)

RANS Wins SLSA Certificate for S-7S Courier

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You'll soon be able to purchase a fully equipped S-7S for about $75,000 with Garmin moving map GPS/COM and transponder. An S-7S ELSA kit should save money; the airframe kit starts at $18,900. Email RANS.

The race continues and yesterday it was joined by another American producer. The race is to obtain Special Light Sport Aircraft airworthiness certificates, allowing an airplane to be fully built and sold for instructional use or rental. A company with an SLSA approval can also elect to sell an ELSA kit. RANS plans to do both. Welcome to #17 in the list of shiny new SLSA. RANS will be bringing the model to the AOPA Expo in just a few days. Come see it -- and most other SLSA -- in the special LSA area of the AOPA Expo airport display. RANS is perhaps the largest producer of aircraft in the LSA general description and they passed a major milestone in June 2005 when they delivered their 4,000th model since that first S-4/5 Coyote Ultralight. "Most of the dozen models RANS builds [except S-16 Shekari]...fit into the light sport plane category," says designer Randy Schlitter.

The race continues and yesterday it was joined by another American producer. The race is to obtain Special Light Sport Aircraft airworthiness certificates, allowing an airplane to be fully built and sold for instructional use or rental. A company with an SLSA approval can also elect to sell an ELSA kit. RANS plans to do both. Welcome to #17 in the list of shiny new SLSA. RANS will be bringing the model to the AOPA Expo in just a few days. Come see it — and most other SLSA — in the special LSA area of the AOPA Expo airport display. RANS is perhaps the largest producer of aircraft in the LSA general description and they passed a major milestone in June 2005 when they delivered their 4,000th model since that first S-4/5 Coyote Ultralight. “Most of the dozen models RANS builds [except S-16 Shekari]…fit into the light sport plane category,” says designer Randy Schlitter.

Ultralight Trainer from RANS

By Dan Johnson || 2 Comments

NOSE JOB - As with the later single-place S-17 Stingers, the S-18 Stinger II offers a rounded fiberglass nose pod and sweeping windscreen. The front seat is well protected from wind blast.

FULLY FLAPPED - While the single-place S-17 Stinger did not have flaps (the flap-like section was fixed in position), the S-18 Stinger has large flaps that slow your approach.

INSTRUMENT POD - With typically gorgeous RANS factory finish, an instrument pod holds a cluster of gauges close to you for easy use. Note the brake on the front side of the joystick.

WEE WINGS - The small panels of smoked plastic on either side of the windscreen redirects enough airflow to remove a slight tail shake.

SMILIN' JEFF - I'd say RANS is lucky to have Jeff Hudson as their representative at the factory store in Florida. Here he shows off the super-sturdy seat belt system.

LEVERS & KNOBS - Everything is close to the front seat pilot; the flap lever is on the pilot's left side. Slightly inside of this is the throttle (curved tube) followed by trim (round knob). Flaps employ a push-button detent system.

TOUGH TAIL - Simple but smooth, the S-18 tail is cable-braced and tautly covered with a slip-on Dacron finish.

LASHED TAIL - In typical RANS fashion, you slip a Dacron cover over the tail skeleton and lash it (see lower edge of rudder). This is a well refined system that makes covering much faster.

BIGGER STINGER - RANS introduced their 2-seater in the spring of 2001, showing a tandem version that resembles the single-place S-17, though it (understandably) looks larger.

“RANS is back!” said many ultralight enthusiasts when the company offered their production version of the S-17 Stinger in September, 1999. Now the Kansas company has reaffirmed their commitment to the ultralight community by offering an enlarged S-17 with an added, tandem seat. Welcome to the S-18 Stinger II. Of course this isn’t the first ultralight trainer from RANS. They continue to sell their S-12XL Airaile 2-seater. Others may observe that the S-6 Coyote 2-place can be built to operate within the limits of the Part 103 training exemption. But when RANS first talked about their single-place Stinger – the prototype model that was never marketed – the company had been going in another direction. In those days the apparent darling of the company was the S-16 Shekari that is more accurately described as competition for Van’s RV series than as an ultralight. RANS president Randy Schlitter was able to see that ultralights didn’t simply grow up and become “light aircraft.” And, since Schlitter wants a share of the ultralight community, the S-17 single-place Stinger was his 1999 entry to entice ultralight flyers to the RANS brand name. The plan is evidently working well enough that his company has now added a 2-place version of the Stinger previously offered. The Making of a Stinger Randy Schlitter says the original 1997 Stinger prototype was “kinda neat to fly.” He offered to let me fly it but I declined – it would never reach the market. Instead, Schlitter and his team started from scratch. The original prototype Stinger was a tractor engine, short-span wing, high boom, tri-gear aircraft that proved to be a fairly hot-performing ultralight. Schlitter also indicated it could easily tip and touch a wing to the ground if your taxiing technique wasn’t good. Neither the production S-17 Stinger single-seater nor the S-18 Stinger 2-place exhibit this clumsiness. I flew the S-17 Stinger barely a week after its maiden flight on September 10, 1999. On a mild fall evening in Hays, Kansas, I found myself aloft in the first RANS ultralight in many years. While the first Stinger had no windscreen and no nose pod, RANS changed the production model they brought to shows. By the spring of 2000, the revised Stinger sported a nose pod and windscreen, though these remain optional items. The production Stinger and the 2-seat S-18 Stinger II are pusher engine, longer span, low boom, taildraggers with more predictable handling qualities. Both models share the Stinger name and bumblebee logo. RANS said their new 2-seater was nearly ready in 2000. But it was not until spring 2001 that they felt ready to show the new S-18 model. As always, the Kansas leader presents beautifully-done aircraft and the 2001 Stinger 2-place was no exception. The S-18 Stinger II can operate under the training exemption to Part 103. At 478 pounds of base empty weight, you’ve got room for a few carefully-selected options to stay under 496 pounds. The S-18 Stinger makes use of the wings and tail of the S-12XL Airaile, though RANS says it has a unique look and feel owing to its tailwheel design and tandem seating. Equipping the S-18 Stinger The S-18 Stinger II evaluated was only equipped with a pull starter at the rear seat (apparently aimed at being operated by the instructor). Neither is a remote primer routed for use while seat-belted. Therefore, in the S-18 you cannot perform an in-air restart. Some have asked RANS to route a pull starter to the front seat of the S-18, especially when used as a trainer. Presently, all Stinger models use a pull-start system that is done while standing near the rear seat, though customers can install electric starting. My test S-18 was equipped only with a pull starter that an instructor can use after first seating his student. Instructors must also add a primer control if they add remote pull starting or an electric starter. Our test S-18’s in-flight trim proved to be completely incapable in the air, a linkage problem. The control cable didn’t fit into a guide well and so airborne use of trim was ineffective. Based on a casual inspection, it won’t take much to remedy. The S-17 Stinger single-place had no trim and didn’t need it much. The S-18 Stinger II’s lever is conveniently located at the base of the pilot’s seat. Trim is of more value on this tandem trainer but, despite the nonworking control, in an hour’s flying I noticed little fatigue keeping the speed where I desired using stick control alone. Where the S-17 Stinger has a fixed trailing edge on the inner half of each wing, the S-18 uses conventional flaps. The control surfaces weren’t needed on the single-seater but they play a training role for students and may be needed when operating at the heavier weights of the S-18 Stinger II. That first tipsy original prototype Stinger used a twist-grip throttle similar to the one on the Aero-Lite 103. Both the S-17 and S-18 now use a common lever throttle, thank goodness. Most ultralighters will be happier with the newer one; twist grips aren’t universally accepted. The lever is repeated on the 2-place Stinger, linking throttles at both seats. Almost a “Cabin” The S-18 Stinger II uses the same seat structure as the single-place S-17. This means simple and light but surprisingly comfortable, benefiting from RANS’ long work with recumbent bicycles. The mesh seat back allows better ventilation plus you can remove and wash the seat bottom covers. Each S-18 Stinger II features seat adjustments for both the seat back and the seat cushion. The seat cushion moves fore and aft through a 4-hole, 4-inch range while the seat back adjusts the angle through 10 different positions. Different sized pilots can fit into the S-18, which speaks well for its use as an ultralight trainer. Randy Schlitter is continuing to use his cinching double lap belt system from the single-place Stinger. These heavy-duty restraints provide assurance in an ultralight as open as this one. Both students and pilots used to enclosures will appreciate the security. You can snug this belt so much that you could risk cutting off circulation to your legs. The S-18 Stinger II installs such a cinching restraint system at both seats. The S-17 Stinger single-seater had no flaps. The S-18 adds the control and places the flap handle outside your left thigh. The control is a push-button detent configuration. It proved to be a reach for me when I tried to return it to the full- down position. And to first pull the flap lever from an undeployed position I had to loosen my left side shoulder belt. According to RANS Florida rep Jeff Hudson, Schlitter may move the lever aft a few inches. Hudson also suggested the angle may be changed to make reaching the full-down position easier. No entry conflict would occur as you usually step in from the right side, opposite the throttle. The 2-place Stinger continues the nose and windscreen arrangement of the single-seat S-17, though both models remain very open-air ultralights. While the aft seat in the S-18 is under the wing, the front seat occupant is completely in front of the wing. If you like either Stinger model, you’d probably like the Drifter, Talon, or Toucan with their far-forward seating. Perhaps an acquired taste, these ultralights bring the best view in aviation. Nonetheless, many ultralight pilots and a lot of other pilots prefer some kind of enclosure. At the S-17 Stinger’s cruise speeds of 40 mph or less, the open cockpit is a plus. However, the S-18 Stinger II is obviously faster and constant wind will wear even hardy pilots. The S-18 Stinger has a $995 windscreen option if you buy it with the airframe kit purchase; wait till later and you’ll pay $1,200. However, the S-18 comes standard with a fiberglass nose pod connected to an aluminum belly pan plus a short windscreen. I didn’t fly the short screen model, but I’ll bet I’d like it. Other open-cockpit enthusiasts may feel similarly. Both Stinger models seat the front-seat pilot forward of the wing with a center-mounted joystick and throttle to the pilot’s left, leaving that majority of right-handers with the joystick in their preferred grip. The 2-place S-18 got rid of the ill-fitting stirrup footrests of the S-17 single-seater. An aluminum channel on the belly pan floor now gives you a place to rest your heel as your toes operate the rudder pdeals. The S-17’s instruments are located on a forward panel between the rudder pedals. Switches on that panel were too far to reach with the seat belts tightened, but on the S-18 instruments are located in a pod between your calves. Positioned several inches rearward, readability and access to knobs is better. The S-18 Stinger’s engine switches are at the joystick base, protected against a brushing movement that might accidentally kill the engine. The same switches are overhead in the single-seater. Schlitter says he’ll increase the curvature of the windscreen, including raising the height of the windscreen over the front seat; currently it’s something of a tight squeeze. He emphasized that it won’t be any higher as it meets the wing’s leading edge. All Stinger models use the full swivel tailwheel designed by Schlitter; it is not a Matco product. Ground handling is easier on all Stingers because of it. Flying the Stingers The S-17 Stinger needed taller main landing gear to help elevate the nose further for landing touchdown. Before modifications were made, it was common to touch the tailwheel first as I did in my flight aboard the first production Stinger single-seater. The S-18 Stinger II solves that problem with a slightly raised deck angle and larger main gear tires. It was recommended that I approach at 50 mph in the S-18, but this was barely sufficient to retain energy. I landed on the gear rather firmly one time when I got too slow. Bumping up to 55 mph, I had good landings and the gear position and deck angle seemed better. The S-18 Stinger uses a stout slab of metal for main gear, robust enough that RANS will want to speak to an owner ordering another such part to determine if other damage may be present. The flaps on the S-18 had the effect of lowering the nose once speed bled off. Considering it has no side area, slips were fairly effective in the S-18. Descent rate was increased enough to be useful in landing approaches. The S-18 Stinger’s rudder pedals were a little stiff; it was a new plane, they might loosen. Contrarily the joystick was nice and fluid. The combination made for some control disharmony – though the flight qualities were balanced well enough. This test S-18 Stinger had a slight right turn in it. All during normal flight, a little left rudder was needed. Also, 720° steep turns went better to the left then to the right, possibly due to that same right-turn characteristic. However, the Stinger II held altitude with only 5,000 rpm during steep turns, a fairly low number for a 2-seat ultralight, suggesting better efficiency.  My Dutch roll coordination exercises went well to fairly steep angles. However, it took vigorous effort on the rudder pedals compared to the joy stick. Lots of general aviation pilots are accustomed to small-movement control motions at speeds over 100 mph. To many of them, typical ultralight controls seem sluggish though this sensation is probably tied to slower flying speeds than any shortcoming of the control system. Neither of the Stinger models are fast-handling aircraft, but I was never in doubt and felt I could handle the plane in fairly strong crosswinds. Two-Place is Much Faster In my evaluations, I reached a maximum speed in level flight of about 90 mph (indicated). The single-place Stinger flew slower, at more common ultralight speeds. You may not want to fly either Stinger across the U.S., but the 2-place S-18 cruises in a speed realm adequate for shorter cross-country flights. RANS quotes normal cruise speeds at 70 mph in the 50-hp Rotax 503-powered S-18 Stinger but closer to 80 mph in the 65-hp Rotax 582-powered version with optional windscreen and nose pod. I performed low-over-the-field evaluations in the S-18. I flew with full flaps deployed and noted a speed of about 50 mph. With flaps fully retracted that speed increased to about 55 mph. Sink rate in the 2-place S-18 was close to 500 fpm, which is an improvement over some other RANS designs I’ve flown. Even with some thermal activity disturbing my measurements, the highest descent rate I saw was 700 fpm. Stalls in the S-18 2-place measured 35-40 mph, according to the ASI, usually occurring in the higher end of that range. Stalls exhibited no serious break, and power-on stalls continued climbing at about 500 fpm on the 65-hp Rotax 582-powered test plane. Without a break it was easy to tell onset of stall by a distinct prop noise. Stalls in the S-18 also showed no tendency to fall off on a wing. In order to remove a slight shake from the tail, Schlitter created small vortex generators on the edges of the windscreen (see photo). However, I still noticed a modest shuddering primarily during takeoff, suggesting it’s a low-speed event. My tape-recorded notes did not reflect this movement at higher speeds. Longitudinal stability – push/pull-and-release – in the S-18 was good,  recovering after only a few oscillations. Naturally, like most high thrust line ultralights, the S-18 nosed over on power-up and nosed up when I backed off abruptly. I found almost no adverse yaw in the S-17 Stinger. When I applied significant stick movement with no rudder input, the single-place Stinger hesitated only briefly then turned in the desired direction. The 2-seat model continued this good trend, though it had a little more hesitation. Which One for You? The base S-18 Stinger II airframe kit with Rotax 503 mount but no engine or exhaust is $13,640 at the end of 2001. For a Rotax 582 airframe and mount, add about $1,000. The 2-place Stinger comes with several instruments including ASI, dual EGTs, dual CHTs, and digital rpm/hour meter. Tundra tires are also part of the base price. The 50-hp Rotax 503 dual carb engine sells for $2,860 with exhaust. With airframe kit it’ll total $16,500. If you want the Rotax 582 and some instruments in the form I evaluated, the S-18 Stinger sells for a shade over $19,000 in kit form. The 81-hp Rotax 912 4-stroke engine is also an option. Those with extra funds can add electric start for $700 though you must be careful weight-wise if you intend to fly under the training exemption. The efficient avionics panel costs $175 and a painted boom to match the fuselage sells for $100, though the welded steel fuselage comes painted as part of the base price. A couple of new accessories have been added since I flew the S-18. RANS now offers some smoothly contoured saddle bags that lash to the welded fuselage aft of the rear seat on either side. The 3-cubic-foot bags are rated for 30 pounds each, have a Lexan insert to hold a smoothly curved shape, and sport a shoulder-carrying strap. Cost: $100 for one or $195 for two. Regular 2-seat operators may want another smaller bag that mounts between the seats and can hold a Comtronics intercom. You need such bags as the cockpit is otherwise totally open. Since its spring debut in 2001, RANS has earned FAA approval for a 51% kit of the S-18 Stinger II as well as for the quick-build option. Build time is low, says RANS, quoting 200 hours for the standard kit “due to low parts count.” The quick-build kit takes 100 hours “or less,” says the company. With the quick-build kit, you get wings, tail group, aileron, and flaps assembled, covered, and clear coated for an additional $4,600 over the standard kit. Crating is also included at no extra charge, a value typically worth around $500. To offer another sales outlet than is common for a factory, RANS drafted an arrangement with ultralight veteran Jeff Hudson. He operates factory-owned aircraft from his Sebring, Florida home base. Inventory currently includes an S-18, an S-6 Super Coyote, and an S-12 Super Airaile. Hudson provides training and demonstrations and attends airshows for the company. He will also aid the factory parts shop by helping determine what parts customers need. Then RANS will drop ship the items directly to their customers, freeing up factory personnel to allow faster deliveries. If you liked the S-17 Stinger but want a second seat for training or a friend, the S-18 Stinger II should satisfy nicely. 
Published in Light Sport and Ultralight Flying
Seating2, tandem
Empty weight478 1
Gross weight920 pounds
Wingspan31 feet
Wing area152 square feet
Wing loading6.1 pounds per square foot
Length22 feet
Height6.75 feet
Kit typeAssembly kit of Quick-Build kit
Build time200 or 100 hours
Notes:1. as published with standard Rotax 503
Standard engineRotax 503
Power50 hp at 6,500 rpm
Power loading17.7 pounds per hp 1
Cruise speed70 mph
Never exceed speed90 mph
Rate of climb at gross500 fpm 1
Takeoff distance at gross330 feet
Landing distance at gross200 feet
Notes:1. as published with standard Rotax 503
Standard FeaturesDual center-mounted joysticks, dual rudder pedals, dual throttles, push-button lever flaps, trim, heavy-duty 4-point seat belt, hand-lever brakes with parking brake feature, nose pod, short windscreen.
OptionsExtended-to-the-wing windscreen, 65-hp Rotax 582 or 81-hp Rotax 912 engine, complete instrument package, electric start, saddle bags, quick-build option to cut build time in half, custom colors, factory-painted boom, second 9-gallon fuel tank.
ConstructionAluminum tubing wings, tail, and boom; welded steel fuselage; Dacron® sailcloth wing and tail covering.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - RANS is known for distinctive designs and the S-18 Stinger II continues the trend. Follows closely in the tradition of the Drifter with front pilot seated ahead of wing. Nose and sweeping windscreen please the eye (and many buyers). Very sturdy welded steel fuselage. Two- seater lands even better than the S-17 single. Long established company, an industry leader.

Cons - Wide open cockpit even with windscreen and pod; not everyone will like it. Tandem seating is not preferred by many instructors. While the same basic design as the single-seater, the S-18 is 220 pounds heavier on 25 more square feet of wing; it requires more attention.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps on the S-18; were not on the single-seat S-17. Parking brake on the joy stick-mounted lever which slows both wheels fairly effectively. Trim is easily reached below your left thigh. Good engine access, in fact, most parts of the S-18 are open to inspection - a good thing overlooked on more enclosed ultralights.

Cons - No in-flight starting; only option is electric or starting before being seated (though factory has been asked to add remote pull starting). Trim was completely ineffective on my test flight (a rigging error only). Nondifferential braking.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Excellent instrument pod; good access and readability, making good use of space. All controls within an easy grip (though I stretched a bit to fully retract the flaps). Seat backs adjust through a good range as does fore/aft position. Seats look small but felt fine for an hour and a quarter flight. Windscreen worked well in front seat.

Cons - Entry is trickier than the single-seat S-17; you have to duck around the (optional) windscreen. Seats are rather minimalist for some large Americans (though you're held securely with those enormous seat belts). Rear seat is said to be quite windy. Rear seat has no engine controls (except throttle).

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Improved clearance over the single-place S-17 thanks partly to larger tires; good for most off-field landings. Slab main gear felt strong, good for training duty. RANS-brand full swivel tailwheel is excellent. Superb visibility in nearly all directions from front seat. Brakes proved reasonably effective.

Cons - Rear seat visibility is restricted; best occupied by an experienced instructor or a passenger. Heavier S-18 brakes slower than S-17. Turn radius is wide until you break the full swiveling tailwheel loose. Though this is a docile taildragger, they all take more attention than tri-gear.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Takeoff and landing visibility doesn't get any better (especially without the optional windscreen). Approach speeds can be slow for smaller fields. Flaps help make steep approaches without speed buildup; lever works well with easily felt position detents. Clearance shouldn't be a problem except on very rough fields.

Cons - Takeoff roll is a little long even with the 65-hp Rotax 582 (50-hp Rotax 503 not test-flown). Slips are less effective than on ultralights with more side area.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Adverse yaw was moderate (though with more hesitation than the S-17 single-place). Reversing 45° bank turns went well to good angles. Higher wing loading of the 2-place S-18 produced crisp handling response. Handling in crosswind conditions should pose no problem.

Cons - Rudder pedals were rather stiff on the test S-18 Stinger II while the stick was nice and fluid, making controls feel less harmonious. Test aircraft had a slight turn in it which can be remedied by rigging adjustment.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Climb was strong in the 582 model; RANS offers the 912 as well. Cruise is speedy, and 80 mph speed is normal, says the factory (I flew it a little slower but that may just be my style). Sink rate averaged about 500 fpm, a respectable number. Even in steep turns, the Stinger held altitude with 5,000 rpm, another reasonable figure.

Cons - Equipped with the base 50-hp Rotax 503 model, climb could be a bit weak. Sold without windscreen, which reduces top speed 10 mph. Fuel consumption won't win any awards.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - All stalls showed benign qualities with no significant breakthrough; full-power stalls kept climbing 500 fpm (with 65-hp Rotax 582, as tested). Longitudinal stability tests were positive. Lateral stability was good. Steep turns held bank angle easily (even without adding excess power). Seat restraint system is the most robust in ultralight aviation.

Cons - Despite the little vortex generators on the windscreen, the tail still had a mild shudder on takeoff, a slow-speed event I didn't notice at cruise. Adverse yaw exhibited more lag than the S-17 (though still quite good). Throttle response noses over the S-18, typical of high-thrust ultralights.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - RANS' price list makes it easy with "minimum flyable" and "nicely equipped" prices: $16,900 with 50-hp 503 and some instruments or $19,335 with 65-hp 582 and a full panel. FAA 51% approval received. RANS is one of the most secure businesses in ultralight aviation.

Cons - Quick-build kit adds $4,600 expense to cut build time in half (but still may be worth it to many who prefer flying to building). Design is similar in many ways to more proven Drifter (though with desirable differences). Watch options to stay within Part 103 exemption if 582-powered; climb with the 503 may be too weak in some locations.

“RANS is back!” said many ultralight enthusiasts when the company offered their production version of the S-17 Stinger in September, 1999. Now the Kansas company has reaffirmed their commitment to the ultralight community by offering an enlarged S-17 with an added, tandem seat. Welcome to the S-18 Stinger II. Of course this isn’t the first ultralight trainer from RANS. They continue to sell their S-12XL Airaile 2-seater. Others may observe that the S-6 Coyote 2-place can be built to operate within the limits of the Part 103 training exemption. But when RANS first talked about their single-place Stinger – the prototype model that was never marketed – the company had been going in another direction. In those days the apparent darling of the company was the S-16 Shekari that is more accurately described as competition for Van’s RV series than as an ultralight. RANS president Randy Schlitter was able to see that ultralights didn’t simply grow up and become “light aircraft.” And, since Schlitter wants a share of the ultralight community, the S-17 single-place Stinger was his 1999 entry to entice ultralight flyers to the RANS brand name.

Rans S-12S Super Airaile

By Dan Johnson || 9 Comments

With its full enclosure and four-stroke engine, this plane should find appeal among those who earn their sport pilot certificate in the next few years.

The RANS S-12S Super made its debut at the Sun 'n Fun EAA fly-in in April 1999. Improvements over the original S-12 included a dope and fabric covering, lower cabin and engine height, adjustable seats, hydraulic brakes, a tapered spring gear, a raised tail boom, and the Rotax 912 or 912S engine as the preferred powerplant.

Comparing the profiles of the newer S-12S and the S- 12XL, shown here, which was introduced in 1995, you can easily see the raised tail boom on the S-12S, which makes flared landings much easier, and the lower cabin entry, which makes entry and egress easier.

The nearly all-Lexan cockpit offers unrestricted visibility from the S-12S cockpit.

The tail surface area of the S-12S is also larger than earlier versions of the S-12 and provides greater stability in cruise.

A centralized instrument pod and dual controls make instructing in the S-12 series convenient. Overhead sight gauges provide a clear check of fuel levels in each wing tank.

A brave new world of “sport pilot” approaches. Like all things new, it has plenty of allure and some uncertainty attached to it. Its promise is great, but no one, including FAA, can predict how it will turn out. In such times familiar and reliable aircraft become as comfortable as a well-worn helmet. Such standard bearers may not seem as exciting as a new machine, but you can count on them to behave with good manners. In aviation, no proof is better than years of field experience in the hands of many owners. Into this hazy future flies one aircraft that qualifies as a known quantity. The RANS Inc. Airaile S-12 and S-14 models have established themselves as some of ultralight aviation’s most popular aircraft. RANS reports close to 1,000 Airailes sold (800-plus S-12s, more than 100 S-14s, and about a dozen S- 12S models). This blows away every RANS model line except the ubiquitous S-6 Coyote series; however, even the S-6 counts only a couple hundred more deliveries. The Airaile is clearly very important in the history and success of RANS. RANS boss Randy Schlitter and his team upgraded the S-12 to the “Super Airaile” a couple of years ago, and it perfectly fits the proposed light-sport aircraft category. Plus it offers many features that ultralight enthusiasts love and has the sophistication of the Rotax 912 engine and a full enclosure with interior. Familiarity Renewed As the new millennium was about to dawn, RANS brought out the S-12S Super Airaile. Because common RANS model names tend to sound alike (S- 6ES, S-6S, S-12XL, S-12S), I’ll refer to the newest model as the Super Airaile. The Super Airaile follows a long line of development for the Hays, Kansas-based company. RANS introduced the S-12 as an open-cockpit machine and then upgraded it incrementally, first adding a nose fairing, then a windscreen, then a front and rear fairing, and then a full enclosure. Throughout all its changes, this model has been one of the world’s successes among ultralight aircraft. Interestingly, designer Randy Schlitter says he prefers tractor-engine aircraft. However, in the world of ultralights, pushers are the most common, and they work well for aircraft trying to keep their weight low. In addition, many pilots have come to prefer the wide-open view of a pusher design. Among the many RANS models, only the Airaile and Stinger series use pusher configurations. Many veteran ultralight pilots think of RANS as a kit builder for the homebuilt crowd, but recently RANS also earned FAA Primary category certification for its S-7C Courier, a longtime project. RANS also builds the sleek S-16 Shekari that some pilots call an “RV killer.” This term refers to the fact that the Shekari looks, performs, and handles like a Van’s Aircraft RV series airplane. Since Van’s kit aircraft are the most popular in the world, this is a high compliment for the Shekari. However, RANS’ newest models are the S-17 Stinger and the S-18 Stinger II, aircraft which clearly reflect the company’s continuing interest in the ultralight side of the business. Randy has proven he can move in more than one direction. Competing airframe builders have long since learned not to underestimate the capabilities of RANS, which remains one of America’s largest aircraft builders. Many Airailes Personally, I’ve long favored the look and feel of the sports-car-like RANS S-14. This reflects my keen interest in single-seat aircraft. Frankly, the S-12 is not my first choice among two-seat ultralight-type aircraft. Yet with the Super Airaile, I had to reconsider my attitude. The Super Airaile takes the venerable S-12 ultralight trainer and deftly makes it into a little kit plane cruiser. With its full enclosure and fourstroke engine, this plane should find appeal among those who earn their sport pilot certificate in the next few years. The Super Airaile I flew weighed 650 pounds empty, a couple hundred pounds more than the lean and light S-12 trainer models. The extra weight comes mainly from the heavier four-stroke, four-cylinder engine and the structure it takes to support the weight and power of the larger powerplant. However, quite a few more pounds come from the addition of features that are optional on the simpler aircraft. A base model Super Airaile—with the Rotax 582 two-stroke engine—is priced at $19,650 for the 500-hour kit. RANS would probably prefer you added several options, especially the engine ones. All manufacturers, just like carmakers, count on those option sales to boost profits. You’ll increase the cost to $30,000 or more if you add the 100-hp Rotax 912S powerplant, but it continues to generate rave reviews from many users. Will RANS build ready-to-fly aircraft for the special light-sport aircraft category? No one knows, but the S-12S may be a typical trainer purchase, so the experimental section of the new proposed rule is more likely. RANS can then supply a kit at any level of completion. Because RANS is a successful airframe builder, no one would expect it to be left behind with regard to sport pilots. Those without fat wallets can certainly stick with the much less costly two-stroke engine, and they will still have one sharp aircraft that flies well, has enough features to make it versatile, and will get you around the countryside at nearly 100 mph. Nonetheless, RANS considers the Super Airaile an entry-level machine with the Rotax 582 engine. The company prefers you use the four-stroke 912 (80-hp) or 912S (100-hp). Then buyers can add options and features to personalize their flying machine. The S-12S Super Airaile RANS introduced at Sun ’n Fun 1999 was a substantial change in that it used design features of the lower, longer-looking S-14 single-seater. RANS has never been one to merely tinker with wheelpants or a different prop when it redesigns; rather it goes all the way. The overall airframe changes reflected in the Super Airaile give it a sleeker appearance and reduce the effect of the large enclosure blocking a central section of the wing. It seemed to fly better than earlier S-12 models—especially the front- and rear-faired S-12 models of the mid- 1990s. The open-cockpit S-12XL released in the later 1990s retained the original ultralight-like feel of the first models, but it is primarily a trainer. You aren’t as likely to fly it cross-country, and, in my opinion, you must wear a helmet to protect yourself against wind blast and airborne matter (of course, I prefer a helmet in any sport aircraft). Long and Low The changes the company made to the Super Airaile include a significantly lower cabin and engine-mount height. Randy says this results in “less frontal area and a lower thrust line.” Headroom still seems more than adequate; RANS says it will accommodate pilots up to 6 feet 6 inches tall. These “chopped and channeled” changes brought about an increase in cruise, climb, and glide ratio and a decrease in stall, says RANS, and my hour-long flight experience reinforced these claims. I also felt that the Super Airaile’s handling improved in both roll and yaw. That’s good; I wasn’t as big a fan of the older models. The Super Airaile features large, tapered ailerons that yield a very respectable roll rate. The controls are typically light in the RANS tradition, partly owing to the company’s use of stainless steel hinges with ball bearing bell cranks. RANS’ S-12S has large flaps that slow landing speeds down to more common speeds familiar to ultralight pilots. Landing in short or unimproved fields should present little challenge to experienced lightaircraft pilots. I’ve long believed in large vertical areas at the tail for control authority, which is helpful in crosswind conditions, but the Super Airaile’s big tail also adds stability in cruise flight. The Super Airaile replaces the older S-12 model’s mechanical, nondifferential brakes with hydraulic brakes that operate differentially for added ground maneuverability. A tapered spring steel gear absorbs the landing shock of hard landings. Some buyers will buy optional wheelpants, which complement the standard gear leg fairings. Airfoil struts further clean up the exposed tubing design. Incidentally, the rear strut can be adjusted to fine tune wing twist. A large percentage of sport pilots will specify folding wings when listing features they want. Super Airaile makes this available, as do most RANS models. Dual Controls The Super Airaile follows company convention by providing dual controls and seats, though my test plane had hydraulic brakes only on the left side. The pilot and passenger are seated side-by-side. The flaps are standard, as on other RANS models, and an elevator trim tab eases the pilot’s workload. It’s set via a trim wheel located on the center flap lever. On the S-12S, basic instruments are standard: ASI, hour meter, tachometer, and CHT gauge. You can add any additional instruments you want; the helicopter-like central instrument pod has adequate room for quite a few gauges. The Super Airaile has a useful load of 500 pounds. Subtract the weight for full fuel, and you still have room for two 200-pound occupants. The tandem seats in the Super Airaile allow two good-sized people to fly without rubbing shoulders constantly. The seats may look simple, and they are. But given RANS’ reputation as the country’s largest recumbent bicycle manufacturer, you might not be surprised to hear the lightweight seats are quite comfortable. RANS designers have given the Super Airaile a comfortable cabin with some interior finishing. Seats adjust by a clevis pin arrangement on a multiple-hole track, allowing more legroom for tall pilots, 2 inches more from the “standard” position, to be exact. Taxiing the Super Airaile feels good. Visibility is excellent because of an enclosure of nearly all-transparent material. Taxi precision is good as well, with conventional trigear steering and adequate suspension to absorb the bumps of the typical sport aviation airstrip. Super Airaile in Flight Excellent ground visibility before takeoff is part of the Super Airaile cabin design. Using all that clear plastic and swinging around in a circle to check traffic, I had a panoramic view that assured me I would have the strip to myself for takeoff. As you push in the throttle for the 912 Rotax, you’ll feel the power of 80 or 100 horses doing their job. Lacking the high-pitched noise of the two-stroke engine, the Rotax 912 choice will be appreciated by any occupant. Most standard S-12s use the Rotax 582 engine at 65 hp, but the Super Airaile’s extra 200 pounds of empty weight may dictate more power. The 912’s 80-hp or the 912S’s 100 horses reveal themselves quickly. Rollout on takeoff was short, barely 200 feet as I flew solo. Initial climb was also strong, just short of 1,000 fpm. While adding a passenger would affect both figures, the 912 engine has the power to make the difference slight. Pitch control in the Super Airaile seemed sensitive, and while I acclimated, I occasionally touched the tailskid as I practiced full-stall touchdowns. Virtually every RANS design I’ve flown (which is most of them) is quite light in pitch. Once you get used to it, you’ll probably love it, but it will take some time before you stop over controlling it. In all the other S-12s that I’ve flown, I’ve made tailskid-touching landings. RANS later raised the tail boom somewhat to give more flare room and to accommodate float installations. Though ultralights are often thought to have slower handling, virtually every RANS has a snappy response; it’s a RANS characteristic. The Super Airaile is no different. The Super Airaile’s roll forces and roll rate were excellent, very pleasant to use. Although pitch was light enough to coordinate the controls, control familiarity may take time. In contrast to the light joystick pressures, the Super Airaile’s rudder pedals were somewhat stiff. Putting a finer point on it, the controls may have worked harmoniously enough, but they felt otherwise. Once you’ve acclimated, however, other airplanes may seem to handle sluggishly. Until then, you might conclude the controls have less than perfect harmony. In obvious ways, the RANS designers have worked to improve the Super Airaile’s handling and stability. Note that fins have been added aft of the cockpit fairing and along the boom aft of the cabin to direct any errant airflow. Despite the full enclosure and 912 engine, the Super Airaile is still an ultralight at heart. Randy told me I should see stall at 38 to 40 mph and trim cruise at 4600 to 4800 rpm, which should produce 75 to 80 mph. The four-stroke engine didn’t seem to be working too hard at this setting. If you push it to high cruise, you’ll see close to 100 mph, though most pilots will enjoy the environment more at the lower power setting—you’ll feel less vibration and noise and softer turbulence. According to Rotax, the engine can be run nearly wide open for extended periods without problems. While slow flying, I saw speeds below 45 mph when I had power in the 4000-rpm range with a couple notches of flaps. Reviewing stability characteristics, I found the Super Airaile to be a generally secure and solid platform. Add to that its stability at a good range of speeds, and I believe most pilots will feel confident with this aircraft’s flight characteristics. Every stall I attempted had straightforward results. I found no divergent characteristics, even when aggravated significantly. Neither did I find a tendency for the wing to fall, though the nose wanders a lot just below stall. The S-12S is very light in pitch, yet when I investigated longitudinal stability, it checked out fine, returning within a few oscillations to level flight after being pushed out of trim cruise. However, as with all highthrust- line aircraft, it noses over distinctly on power up, especially with all those horses pushing. Certificated general aviation airplanes, such the Lake Buccaneer amphibian, behave this same way. Is It RANS Time? The Super Airaile that I flew sells for more than $30,000. For a complete and brand new aircraft, this price represents a good value even if the figure seems high—remember, the base price on the 912S engine alone is $10,995. Most pilots will also want certain options that alter the final price. RANS has a list of optional extras that goes on and on. Fortunately, the RANS website has a lot of good information, including prices on its many optional extras. You can also compare the Super Airaile with several other RANS’ designs. The company has more than a dozen distinct models, and that’s before decisions like tri-gear versus taildragger. RANS’ sales of a thousand of the earlier Airailes proves good public acceptance; this is one of a few ultralight designs to cross into fourdigit deliveries. Go visit a RANS dealer—the website can help you locate one near your home—and take a Super Airaile flight. I bet you’ll agree the Kansas company did a super job refining one of its most popular models.
Published in Experimenter Magazine
Seating2 side-by-side, 41 inches wide
Empty weight650 pounds
Gross weight1,150 pounds
Wingspan31 feet
Wing area152 square feet
Wing loading7.6 pounds per square foot
Length20.5 feet
Height7.8 feet
Fuel Capacity18 gallons
Standard engineRotax 582
Power loading14.4 pounds per hp*
Max Speed120 mph
Cruise speed90 mph
Economy Cruise3.5 gph
Stall Speed38 mph
Rate of climb at gross900 fpm
Takeoff distance at gross225 feet
Landing distance at gross350 feet
Range (powered)425 miles
Notes:* As flown; it can be 11.5 with the 100-hp Rotax 912S engine. The standard engine is a Rotax 582, and its power loading is 17.7.

A brave new world of “sport pilot” approaches. Like all things new, it has plenty of allure and some uncertainty attached to it. Its promise is great, but no one, including FAA, can predict how it will turn out. In such times familiar and reliable aircraft become as comfortable as a well-worn helmet. Such standard bearers may not seem as exciting as a new machine, but you can count on them to behave with good manners. In aviation, no proof is better than years of field experience in the hands of many owners. Into this hazy future flies one aircraft that qualifies as a known quantity. The RANS Inc. Airaile S-12 and S-14 models have established themselves as some of ultralight aviation’s most popular aircraft. RANS reports close to 1,000 Airailes sold (800-plus S-12s, more than 100 S-14s, and about a dozen S- 12S models). This blows away every RANS model line except the ubiquitous S-6 Coyote series; however, even the S-6 counts only a couple hundred more deliveries.

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